JP2007127145A - Apparatus for distributing driving power of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an apparatus for distributing the driving power of a vehicle, which suitably distributes the driving power generated by a driving power source to right and left driving wheels, and has a simple configuration. <P>SOLUTION: The apparatus for distributing the driving power of the vehicle comprises: a planetary gear mechanism 42 for distributing the driving power from an engine 12 to the right and left rear wheels 30; planetary gear mechanisms 44, 46 for transmitting the driving power from an electric motor 32 to the right and left rear wheels 30; and clutches C1, C2 which are arranged on a power transmitting line between the electric motor 32 and the right and left rear wheels 30 and can independently control the transmission and the interception of the driving power to the right and left rear wheels 30. The driving power from the electric motor 32 is thereby distributed to the right and left rear wheels 30 via the clutches C1, C2 by means of the planetary gear mechanisms 44, 46 while distributing the driving power from the engine 12 to the right and left rear wheels 30 by means of the planetary gear mechanism 42. The driving power is, therefore, suitably distributed without transmitting the whole driving power via the clutches C1, C2, and the size of the apparatus is reduced. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an improvement in a vehicle driving force distribution device that distributes a driving force generated by a driving force source to left and right driving wheels.

  2. Description of the Related Art A vehicle driving force distribution device that distributes a driving force generated by a driving force source to left and right driving wheels is known. For example, this is the driving force control device for a hybrid vehicle described in Patent Document 1. According to this technology, the driving force generated by the driving force source can be distributed to the left and right drive wheels at an arbitrary distribution ratio, and by increasing the degree of freedom to change the torque distribution of the left and right drive wheels, It is said that a hybrid vehicle capable of four-wheel drive capable of obtaining excellent running performance can be realized.

JP 2005-145334 A JP 2003-63265 A Patent No. 31229905, etc.

  However, in the driving force distribution device of the type that distributes the total driving force generated by the driving force source via the engaging elements corresponding to the respective driving wheels as in the conventional technique, the engaging element that performs the distribution Inevitably takes charge of the entire driving force, which has the disadvantage of increasing the size of the apparatus. Therefore, there has been a demand for the development of a vehicle driving force distribution device having a simple configuration that can suitably distribute the driving force generated by the driving force source to the left and right driving wheels.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to drive a vehicle with a simple configuration that can suitably distribute the driving force generated by the driving force source to the left and right driving wheels. It is to provide a power distribution device.

  In order to solve such a problem, the gist of the present invention is a vehicle driving force distribution device that distributes a driving force generated by a driving force source to left and right driving wheels. A differential device that distributes the driving force generated by the power source to the left and right driving wheels; a transmission device that transmits the driving force generated by the second driving force source to the left and right driving wheels; Provided in the power transmission path between the driving force source and the left and right drive wheels, and engaged, slipped, or released to independently transmit or block the driving force to the left and right drive wheels. An engaging element that can be controlled, and the differential device distributes the driving force generated by the first driving force source to the left and right driving wheels regardless of the engaging state of the engaging element. It is also characterized by being configured It is.

  With this configuration, the differential device that distributes the driving force generated by the first driving force source to the left and right driving wheels, and the driving force generated by the second driving force source is the left and right driving wheels. Is provided in a power transmission path between the second driving force source and the left and right drive wheels, and is engaged, slip-engaged or released to the left and right drive wheels. An engagement element that can independently control transmission and interruption of the drive force of the first drive force, and the differential is driven by the first drive force source regardless of the engagement state of the engagement element. Since the force is distributed to the left and right driving wheels, the driving force generated by the first driving force source is distributed to the left and right driving wheels by the differential device, while the first driving force source is distributed to the left and right driving wheels. Drive generated by two driving force sources Since the force can be distributed to the left and right drive wheels by the transmission device via the engagement element, the engagement element can suitably distribute the drive force without taking over the entire drive force, Miniaturization is possible. That is, it is possible to provide a vehicular driving force distribution device having a simple configuration that can suitably distribute the driving force generated by the driving force source to the left and right driving wheels.

  Here, preferably, the engagement element is provided in a power transmission path between the second driving force source and the transmission device. In this case, transmission or interruption of the driving force from the second driving force source to the transmission device can be suitably controlled by controlling the engagement state of the engagement element.

  Preferably, the differential device is a planetary gear device. In this way, the driving force generated by the first driving force source can be distributed to the left and right driving wheels in a practical manner.

  Preferably, the transmission device is a planetary gear device. In this way, the driving force generated by the second driving force source can be distributed to the left and right driving wheels in a practical manner.

  Preferably, the transmission device is a pair of gears meshed with each other. In this way, the driving force generated by the second driving force source can be distributed to the left and right driving wheels in a practical manner.

  Preferably, the transmission device decelerates and transmits the driving force generated by the second driving force source to the left and right driving wheels. In this way, the engagement element can be further reduced in size.

  Preferably, the second driving force source has a smaller maximum output than the first driving force source. If it does in this way, the driving force distribution device for vehicles of a practical aspect can be provided.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating the configuration of a front and rear wheel drive vehicle based on a front engine front wheel drive (FF) having a driving force transmission device 10 to which the present invention is preferably applied. In FIG. 1, the torque generated by the engine 12 serving as the first driving force source includes an automatic transmission 14, a front wheel differential gear device 16, and a pair of left and right front wheel axles 18l and 18r (hereinafter, particularly, If not distinguished, it is simply transmitted to a pair of left and right front wheels 20l and 20r (hereinafter simply referred to as front wheel 20 unless otherwise distinguished) via a front wheel axle 18). ) 22, a propeller shaft 24 that is a driving force transmission shaft, a driving force distribution device 26 that is an embodiment of the present invention, and a pair of left and right rear axles 28l and 28r (hereinafter simply referred to as rear wheels unless otherwise specified) (Referred to as a rear wheel 30 unless otherwise specified) through a pair of left and right rear wheels 30l and 30r. An electric motor 32 having a smaller maximum output than the engine 12 is provided as a second driving force source, and the torque generated by the electric motor 32 is generated by the driving force distribution device 26 and the rear wheel axle. 28 to the left and right rear wheels 30. Further, the hydraulic circuit 34 for controlling the hydraulic pressure supplied to the driving force distribution device 26 and an electromagnetic solenoid valve (not shown) provided in the hydraulic circuit 34 and the like from the hydraulic circuit 34 to the driving force distribution device 26. A control device 36 that controls the hydraulic pressure supplied and controls the driving of the electric motor 32 is provided. In FIG. 1, the hydraulic pressure output from the hydraulic circuit 34 is indicated by a thin chain arrow, and the control command output from the control device 36 is indicated by a thin arrow.

  The engine 12 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine that generates driving force by combustion of fuel injected in a cylinder. The automatic transmission 14 is, for example, a stepped automatic transmission (automatic transmission) that outputs the rotation input from the engine 12 by decelerating or increasing the speed at a predetermined gear ratio γ. Any one of the first gear, the reverse gear, and the neutral is selectively established, and the speed conversion corresponding to each gear ratio γ is performed. The input shaft of the automatic transmission 14 is connected to the output shaft of the engine 12 via a torque converter (not shown).

  The control device 36 is a so-called microcomputer that includes a CPU, a ROM, a RAM, an input / output interface, and the like, and executes signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. For example, the first clutch C1 and the second clutch which are engagement elements provided in the driving force distribution device 26 by controlling a command value of a current supplied to an electromagnetic solenoid valve provided in the hydraulic circuit 34 The electric motor 32 by the driving force distribution device 26 such as controlling the engagement state of C2 independently or controlling the output (rotational speed) of the electric motor 32 as a second driving force source. By controlling the distribution of driving force from the left to the right and left pair of rear wheels 30, left and right wheel torque difference control, differential limit control, and Executing the dynamic torque addition control and the like. The power transmission device 10 includes a wheel speed sensor that detects an actual rotational speed of the rear wheel 30 corresponding to a vehicle speed, a shift stage sensor that detects a shift stage of the automatic transmission 14, and a supply of the engine 12. A throttle sensor for detecting an actual opening degree of a throttle valve (not shown) provided in the exhaust pipe, an engine rotational speed sensor for detecting an actual rotational speed of the engine 12, a front-rear G sensor, and the like are provided. A signal representing the vehicle speed, a signal representing the shift stage, a signal representing the throttle opening, a signal representing the engine rotational speed, a signal representing the longitudinal acceleration, and the like are supplied from the sensor to the electronic control unit 36.

  FIG. 2 is a skeleton diagram illustrating the configuration of the driving force distribution device 26. As shown in FIG. 2, the driving force distribution device 26 of the present embodiment is provided at the end of the propeller shaft 24 on the driving force distribution device 26 side, and is rotated integrally with the propeller shaft 24 so as to be integrated therewith. Bevel gear 38, bevel gear 40 meshed with the bevel gear 38, double pinion type first planetary gear device 42 having the bevel gear 40 integrated with the ring gear R 1, and the output of the electric motor 32. A gear 48 provided coaxially with the shaft and rotated integrally with the output shaft, a gear 50 meshed with the gear 48, and a driving force from the electric motor 32 input via the gear 50. A single pinion type second planetary gear unit 44 and a third planetary gear unit 46 provided corresponding to the left and right rear wheels 30l and 30r, respectively, and the electric motor And a first clutch C1 and a second clutch C2 that can be connected to and disconnected from a power transmission path between the motor 32 and the second planetary gear unit 44 and the third planetary gear unit 46, respectively. ing.

The first planetary gear unit 42 includes a sun gear S1, planetary gears P0 and P1 meshing with each other, a carrier CA1 that supports the planetary gears P0 and P1 so as to rotate and revolve, and the sun gear S1 via the planetary gears P0 and P1. This is a double pinion type planetary gear device provided with a meshing ring gear R1 as an element (rotating element). The gear ratio ρ1 (= the number of teeth Z _{1 of the} sun gear S1 / the number of teeth Z _{r of the} ring gear R1) of the first planetary gear unit 42 is 0.5. In the first planetary gear device 42, the ring gear R1 is provided integrally with the bevel gear 40, and the driving force generated by the engine 12 is input via the bevel gear 40. ing. The sun gear S1 is connected to a rear wheel axle 28l corresponding to the left rear wheel 30l, and the rotation (torque) of the sun gear S1 is transmitted to the left rear wheel 30l. The carrier CA1 is connected to an axle 28r corresponding to the right rear wheel 30r, and the rotation (torque) of the carrier CA1 is transmitted to the right rear wheel 30r. With such a configuration, the first planetary gear device 42 generates the left and right driving wheels as driving wheels by using the driving force generated by the engine 12 as the first driving force source and input via the propeller shaft 24 and the like. It functions as a rear wheel differential device that distributes evenly to the rear wheels 30l, 30r, and rotationally drives the left and right rear wheels 30l, 30r in the same direction. Further, as apparent from such a configuration, the first planetary gear device 42 is independent of the engagement state of the first clutch C1 and the second clutch C2 as the engagement elements (that is, engagement, slip engagement). The driving force generated by the engine 12 is distributed to the left and right rear wheels 30l and 30r (in any state of release).

  The second planetary gear unit 44 includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and a ring gear R2 that meshes with the sun gear S2 via the planetary gear P2. ) As a single pinion type planetary gear device. In the second planetary gear unit 44, the sun gear S2 is connected to the gear 50 via a first clutch C1, and the driving force generated by the electric motor 32 causes the gear 50 and the first clutch C1 to move. Input. The ring gear R2 is fixed to the housing 50 of the driving force distribution device 26, which is a non-rotating member, so as not to be relatively rotatable. The carrier CA2 is connected to an axle 28l corresponding to the left rear wheel 30l, and the rotation (torque) of the carrier CA2 is transmitted to the left rear wheel 30l.

  The third planetary gear unit 46 includes a sun gear S3, a planetary gear P3, a carrier CA3 that supports the planetary gear P3 so as to rotate and revolve, and a ring gear R3 that meshes with the sun gear S3 via the planetary gear P3. ) As a single pinion type planetary gear device. The carrier CA3 of the third planetary gear device 46 is integrally formed with the carrier CA1 of the first planetary gear device 42. In the third planetary gear unit 46, the sun gear S3 is connected to the gear 50 via a second clutch C2, and the driving force generated by the electric motor 32 causes the gear 50 and the second clutch C2 to be connected. Input. Further, the ring gear R3 is fixed to the housing 50 of the driving force distribution device 26 so as not to be relatively rotatable. The carrier CA3 is connected to an axle 28r corresponding to the right rear wheel 30r, and the rotation (torque) of the carrier CA3 is transmitted to the right rear wheel 30r. With this configuration, the second planetary gear device 44 and the third planetary gear device 46 generate a driving force that is generated by the electric motor 32 that is a second driving force source and is input via the gear 50 or the like. It functions as a transmission device or a speed reducer that decelerates and transmits to the left and right rear wheels 30l and 30r as drive wheels, and rotationally drives the left and right rear wheels 30l and 30r in the same direction.

  The first clutch C1 and the second clutch C2 are hydraulic friction engagement devices that are often used in conventional automatic transmissions for vehicles, and a plurality of friction plates stacked on each other are pressed by a hydraulic actuator. Wet multi-plate type, one or two bands wound around the outer peripheral surface of the rotating drum are composed of band brakes etc. that are tightened by a hydraulic actuator, etc. It is for selectively connecting (inhibiting relative rotation), and can be engaged, slipped or released independently according to the control hydraulic pressure supplied from the hydraulic circuit 34. With this configuration, the first clutch C1 and the second clutch C2 are provided in a power transmission path between the electric motor 32 as a second driving force source and the left and right rear wheels 30l and 30r as driving wheels. By being engaged, slipped, or released, it functions as an engagement element that independently controls transmission or interruption of driving force to the left and right rear wheels 30l and 30r. The first clutch C1 and the second clutch C2 function as left and right wheel torque difference control elements that control the torque difference between the left and right rear wheels 30l and 30r as drive wheels in accordance with the respective engagement states. To do. Furthermore, when the first clutch C1 and the second clutch C2 are simultaneously engaged, the first clutch C1 and the second clutch C2 function as a differential restriction control element that realizes the differential restriction of the driving force distribution device 26.

  FIG. 3 is a functional block diagram for explaining a main part of the control function provided in the control device 36. In FIG. 3, the hydraulic pressure output from the hydraulic circuit 34 is indicated by a thin chain line arrow, and the control command output from the control device 36 is indicated by a thin line arrow, and the driving force (torque) output from the electric motor 32. Is indicated by a thick hollow arrow. The electric motor control means 54 shown in FIG. 3 controls the output of the electric motor 32, that is, the rotational speed (rotational speed) of the electric motor 32. In other words, the driving force (torque) generated by the electric motor 32 is controlled. For example, when it is determined that torque assist by the electric motor 32 is necessary based on signals supplied from the various sensors described above, the electric motor 32 is controlled so as to generate a predetermined assist torque.

  The left wheel clutch control means 56 controls the engagement state of the first clutch C1, which is an engagement element corresponding to the left rear wheel 301 as a drive wheel. Specifically, the first clutch C1 is engaged by controlling the hydraulic pressure supplied from the hydraulic circuit 34 to the first clutch C1 via an electromagnetic solenoid valve (not shown) provided in the hydraulic circuit 34. In this case, the engagement state is either slip engagement or release. As described above, the first clutch C1 is an engagement element that controls transmission or interruption of driving force from the electric motor 32 to the left rear wheel 30l in accordance with the engagement state. In other words, the control means 56 is a left wheel driving force transmission control means.

  The right wheel clutch control means 58 controls the engagement state of the second clutch C2, which is an engagement element corresponding to the right rear wheel 30r as a drive wheel. Specifically, the second clutch C2 is engaged by controlling the hydraulic pressure supplied from the hydraulic circuit 34 to the second clutch C2 via an electromagnetic solenoid valve (not shown) provided in the hydraulic circuit 34. In this case, the engagement state is either slip engagement or release. As described above, the second clutch C2 is an engagement element that controls transmission or interruption of driving force from the electric motor 32 to the right rear wheel 30r according to the engagement state. In other words, the clutch control means 58 is a right wheel driving force transmission control means.

  The left wheel clutch control means 56 and the right wheel clutch control means 58 are engaged with the first clutch C1 and the second clutch C2, which are engaging elements respectively corresponding to the left and right rear wheels 30l and 30r as drive wheels. By independently controlling the state, the distribution (torque distribution) of the driving force generated by the electric motor 32 to the left and right rear wheels 30l, 30r can be arbitrarily controlled in the range of 0 to 100%. It is possible to increase the degree of freedom of moment control due to the difference between the left and right wheel torques. By such control, the driving force distribution device 26 is in any one of (a) non-control state, (b) left and right wheel torque difference control state, (c) differential limiting control state, and (d) drive torque addition state. It is assumed that the state.

  In the non-control state (during non-control), both the first clutch C1 and the second clutch C2 are released by the left wheel clutch control means 56 and the right wheel clutch control means 58. As a result, the power transmission path between the electric motor 32 and the left and right rear wheels 30l, 30r is cut off. However, the first planetary gear unit 42 as a differential device includes the first clutch C1, the second clutch Since the driving force generated by the engine 12 is evenly distributed to the left and right rear wheels 30l and 30r regardless of the engagement state of the clutch C2, the driving force from the engine 12 The left and right rear wheels 30l and 30r are driven, and the vehicle is guaranteed to travel.

  In the left and right wheel torque difference control state (when torque is distributed), the left wheel clutch control means 56 and the right wheel clutch control means 58 individually control the engagement states of the first clutch C1 and the second clutch C2. At the same time, the electric motor 32 is driven by the electric motor control means 54. For example, to suppress understeer during a right turn, the first clutch C1 corresponding to the left rear wheel 30l is engaged (the second clutch C2 is released) and the electric motor 32 is driven. In order to increase the torque of the turning outer wheel, that is, the left rear wheel 30l, while suppressing understeer during left turning, the second clutch C2 corresponding to the right rear wheel 30r is engaged (first clutch). C1 is released) and the electric motor 32 is driven to increase the torque of the outer turning wheel, that is, the right rear wheel 30r.

  Further, in the differential restriction control state (during differential restriction), the first clutch C1 and the second clutch C2 are both engaged by the left wheel clutch control means 56 and the right wheel clutch control means 58. As a result, differential limiting of the left and right rear wheels 30l and 30r is performed, and the left and right rear wheels 30l and 30r are rotated at the same rotational speed (number of rotations). The differential limiting force can be arbitrarily set by controlling the clutch pressure (engagement force) of the first clutch C1 and the second clutch C2.

  In addition, in the drive torque addition state (when the left and right wheel torques are amplified), the left wheel clutch control means 56 and the right wheel clutch control means 58 engage both the first clutch C1 and the second clutch C2, and the electric motor The electric motor 32 is driven by the motor control means 54. As a result, the driving force generated by the electric motor 32 is evenly distributed to the left and right rear wheels 30l and 30r, the torque of the left and right rear wheels 30l and 30r is amplified, and the vehicle motion performance (starting performance, climbing slope) Performance).

  Thus, according to the present embodiment, the first differential device that distributes the driving force generated by the engine 12 as the first driving force source to the left and right rear wheels 30l and 30r as driving wheels. A second planetary gear unit 44, a third planetary gear, which is a transmission device for transmitting the driving force generated by the planetary gear unit 42 and the electric motor 32 as the second driving force source to the left and right rear wheels 30l, 30r. It is provided in a power transmission path between the device 46 and its electric motor 32 and the left and right rear wheels 30l, 30r to be engaged, slip-engaged or released to the left and right rear wheels 30l, 30r. A first clutch C1 and a second clutch C2, which are engagement elements capable of independently controlling transmission and interruption of the driving force of the first planetary gear unit 42, and the first planetary gear unit 42 includes the first clutch C1 and the second clutch C2. Since the driving force generated by the engine 12 is distributed to the left and right rear wheels 30l, 30r regardless of the engagement state (disconnection) of the switch C2, the engine 12 generates the driving force. The driving force generated by the electric motor 32 is distributed to the left and right rear wheels 30l and 30r by the first planetary gear device 42 via the first clutch C1 and the second clutch C2. Since it can be distributed to the left and right rear wheels 30l, 30r by the second planetary gear unit 44 and the third planetary gear unit 46, the first clutch C1 and the second clutch C2 do not take full driving force. The driving force can be distributed and the apparatus can be miniaturized. That is, it is possible to provide the driving force distribution device 26 having a simple configuration that can suitably distribute the driving force generated by the driving force source to the left and right driving wheels.

  The first clutch C1 and the second clutch C2 are provided in a power transmission path between the electric motor 32 and the second planetary gear unit 44 and the third planetary gear unit 46. By controlling the engagement state of the first clutch C1 and the second clutch C2, it is preferable to control the transmission or interruption of the driving force from the electric motor 32 to the second planetary gear device 44 and the third planetary gear device 46. it can.

  Further, since the differential device provided in the driving force distribution device 26 is a double pinion type planetary gear device, the driving force generated by the engine 12 is reduced in a practical manner to the left and right rear wheels 30l, 30r can be allocated.

  In addition, since the transmission device provided in the driving force distribution device 26 is a single pinion type planetary gear device, the driving force generated by the electric motor 32 is applied in a practical manner to the left and right rear wheels 30l, 30r can be allocated.

  The second planetary gear unit 44 and the third planetary gear unit 46 decelerate the driving force generated by the electric motor 32 and transmit it to the left and right rear wheels 30l, 30r. Further downsizing of the first clutch C1 and the second clutch C2 is possible.

  Further, since the electric motor 32 has a smaller maximum output than the engine 12, the vehicle driving force distribution device 26 of a practical aspect in which the electric motor 32 is an auxiliary motor for generating assist torque. Can be provided.

  Further, according to the driving force distribution device 26 of the present embodiment, the driving torque is amplified by adding the torque by the electric motor 32 as the auxiliary driving force source to the torque by the engine 12 as the main power source. As a result, the left and right wheel torque difference control, differential limiting control, and drive torque addition control, which were difficult with the prior art, can be selectively executed.

  The first planetary gear unit 42 distributes the driving force generated by the engine 12 to the left and right rear wheels 30l and 30r regardless of the engagement state of the first clutch C1 and the second clutch C2. Therefore, the left and right rear wheels 30l and 30r as drive wheels can be driven even during a failure of the electric system, and the vehicle can be guaranteed to travel.

  Next, another preferred embodiment of the present invention will be described in detail with reference to the drawings. In the following description, portions common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 4 is a skeleton diagram illustrating the configuration of a driving force distribution device 60 according to another embodiment of the present invention. As shown in FIG. 4, in the driving force distribution device 60 of the present embodiment, gears 62 and 64, which are gear pairs meshed with each other corresponding to the left rear wheel 30l, are connected to the right rear wheel 30r. Corresponding to the gears 66 and 68, which are gear pairs that are meshed with each other. Here, the gears 62 and 64 are provided in a power transmission path between the first clutch C1 and the left rear wheel 301, and reduce the driving force generated by the electric motor 32 to reduce the driving force. It functions as a transmission device that transmits to the left rear wheel 30l. The gears 66 and 68 are provided in a power transmission path between the second clutch C2 and the right rear wheel 30r, and reduce the driving force generated by the electric motor 32 to reduce the right It functions as a transmission device that transmits to the rear wheel 30r.

  Thus, in the present embodiment, the transmission device provided in the driving force distribution device 60 is the gear pairs 62, 64, 66, and 68 that are meshed with each other. The driving force generated by the electric motor 32 as a source can be distributed to the left and right rear wheels 30l and 30r as driving wheels in a practical manner. Further, as compared with the driving force distribution device 26 having the planetary gear device as a transmission device as in the first embodiment described above, there is an advantage that the device can be further downsized.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the example in which the driving force distribution devices 26 and 60 are applied to front and rear wheel drive vehicles based on front engine front wheel drive has been described. However, the present invention is not limited to this. However, it can be applied to various types of vehicles such as front engine front wheel drive (FF) vehicles, front engine rear wheel drive (FR) vehicles, and front and rear wheel drive vehicles based on front engine rear wheel drive. Is.

  In the above-described embodiment, the driving force distribution devices 26 and 60 control the distribution of the driving force to the left and right rear wheels 30l and 30r as driving wheels. Naturally, a mode of controlling the distribution of the driving force to the left and right front wheels 20l and 20r is also conceivable. In the front and rear wheel drive vehicle, the front and rear wheels may be provided individually corresponding to the front wheels and the rear wheels.

  In the above-described embodiment, the driving force distribution devices 26 and 60 have a double pinion type first as a differential device that distributes the driving force generated by the engine 12 to the left and right rear wheels 30l and 30r. Although the planetary gear device 42 is provided, a general differential gear (differential gear) or the like may be provided as a differential device.

  In the above-described embodiment, the driving force distribution devices 26 and 60 are provided in a power transmission path between the electric motor 32 and the left and right rear wheels 30l and 30r, and the left and right rear wheels 30l, The first clutch C1 and the second clutch C2, which are hydraulic clutches, are provided as engagement elements that can independently control the transmission or disconnection of the driving force to the 30r. It may be provided as an engagement element, and the distribution of driving force to the left and right rear wheels 30l, 30r may be controlled by controlling the engagement state.

  In the above-described embodiment, the driving force distribution devices 26 and 60 are provided on the left side, that is, the left wheel 30l side with respect to the propeller shaft 24, but the right side, that is, the right wheel 30r. Of course, it may be provided on the side.

  In the above-described embodiment, the electric motor control means 54, the left wheel clutch control means 56, and the right wheel clutch control means 58 are arranged so that the left and right wheel torques correspond to signals supplied from various sensors, that is, the traveling state of the vehicle. Although the differential control, the differential limiting control, and the drive torque addition control are selectively executed, the driver may be able to select any of these controls by a switch or the like.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

[BRIEF DESCRIPTION OF THE DRAWINGS] It is a skeleton diagram explaining the structure of the front-and-rear wheel drive vehicle based on the front engine front wheel drive which has a drive force transmission device with which this invention is applied suitably. FIG. 2 is a skeleton diagram illustrating a configuration of a driving force distribution device that is an embodiment of the present invention provided in the driving force transmission device of FIG. 1. It is a functional block diagram explaining the principal part of the control function with which the control apparatus of the driving force transmission apparatus of FIG. 1 was equipped. It is a skeleton diagram explaining the structure of the driving force distribution apparatus which is the other Example of this invention with which the driving force transmission apparatus of FIG. 1 was equipped.

Explanation of symbols

12: Engine (first driving force source)
26, 60: Driving force distribution device 30: Rear wheel (driving wheel)
32: Electric motor (second driving force source)
42: First planetary gear device (differential device)
44: Second planetary gear device (transmission device corresponding to the left rear wheel)
46: Third planetary gear device (transmission device corresponding to the right rear wheel)
62, 64: Gears (gear pair corresponding to the left rear wheel)
66, 68: Gears (gear pair corresponding to the right rear wheel)
C1: First clutch (engagement element corresponding to the left rear wheel)
C2: Second clutch (engagement element corresponding to the right rear wheel)

Claims (7)

A vehicle driving force distribution device that distributes a driving force generated by a driving force source to left and right driving wheels,
A differential that distributes the driving force generated by the first driving force source to the left and right driving wheels;
A transmission device for transmitting the driving force generated by the second driving force source to the left and right driving wheels;
Provided in a power transmission path between the second driving force source and the left and right driving wheels, and engaged, slipped, or released to transmit or block driving force to the left and right driving wheels. And an engagement element that can control each independently.
The differential device is configured to distribute the driving force generated by the first driving force source to the left and right driving wheels regardless of the engagement state of the engagement element. Vehicle driving force distribution device.   The vehicle driving force distribution device according to claim 1, wherein the engagement element is provided in a power transmission path between the second driving force source and the transmission device.   The vehicle driving force distribution device according to claim 1 or 2, wherein the differential device is a planetary gear device.   4. The vehicle driving force distribution device according to claim 1, wherein the transmission device is a planetary gear device.   4. The vehicle driving force distribution device according to claim 1, wherein the transmission device is a pair of gears engaged with each other. 5.   The vehicle driving force distribution device according to any one of claims 1 to 5, wherein the transmission device decelerates the driving force generated by the second driving force source and transmits it to the left and right driving wheels.   The vehicular driving force distribution device according to any one of claims 1 to 6, wherein the second driving force source has a smaller maximum output than the first driving force source.

Images