JP2011149458A - Hydraulic clutch operating device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic clutch operating device which controls a hydraulic pump to supply operating oil and lubricating oil to a hydraulic clutch, for improving the cooling effects of the lubricating oil on friction engaging parts by enhancing the control flexibility of the supply flow amount of lubricating oil while regulating the operating oil into indicated hydraulic pressure to control the engaging force of the friction engaging parts. <P>SOLUTION: The hydraulic clutch operating device H includes a pressure regulating valve 74 for separating discharge oil discharged by the hydraulic pump 73 into the operating oil of indicated hydraulic pressure to control the engaging force of the friction engaging parts 52, 62 of the hydraulic clutch C and the lubricating oil to be supplied to the friction engaging parts 52, 62, and for changing a flow path area to specify the supply flow amount of the lubricating oil. When the friction engaging parts 52, 62 engage with each other, a control device U controls the pressure regulating valve 74 to set the flow path area as a set area variably set in accordance with a rotating speed difference between the friction engaging parts 52, 62, and controls the hydraulic pump 73 so that the operating oil is regulated into the indicated hydraulic pressure by the pressure regulating valve 74 setting the flow path area as the set area. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hydraulic clutch actuating device that causes hydraulic oil discharged from a hydraulic pump controlled by a control device to act as hydraulic oil on a hydraulically responsive member that controls a friction engagement portion of a hydraulic clutch. The hydraulic clutch actuating device is provided, for example, in a vehicle driving force distribution device.

A hydraulic clutch provided with a hydraulic responsive member for controlling an engagement force applied to a friction engagement portion constituted by first and second friction engagement elements in which the hydraulic clutch operation device is engaged and disengaged; A control device for controlling the hydraulic pump to control the discharge flow rate of the discharge oil discharged from the hydraulic pump, and the discharge oil is supplied to the hydraulic response member and the lubricating oil supplied to the friction engagement portion What is divided into and is known. (For example, see Patent Document 1)
There is also known a hydraulic clutch actuating device in which a part of the oil discharged from the hydraulic pump is supplied to the hydraulic responsive member of the hydraulic clutch as hydraulic oil that has been regulated by the pressure regulating member. (For example, see Patent Document 2)

Japanese Patent Application Laid-Open No. 2004-19769 JP 9-310748 A

Oil pressure discharged from the hydraulic pump is divided into hydraulic oil and lubricating oil, and the hydraulic pump is controlled so that the hydraulic pressure of the hydraulic oil becomes the indicated hydraulic pressure corresponding to the engagement force applied to the friction engagement portion In the clutch operating device, when the flow passage area that defines the oil supply flow rate of the lubricating oil that lubricates the friction engagement portion is constant, the oil supply flow rate changes depending on the command oil pressure.
For example, when the command hydraulic pressure is low and the engagement force is small, and therefore the torque acting on the friction engagement portion (hereinafter referred to as “clutch torque”) is small, the oil supply flow rate of the lubricating oil supplied to the friction engagement portion This reduces the cooling effect of the frictional engagement portion by the lubricating oil. For this reason, when the rotational speed difference in the friction engagement portion (rotational speed difference between the first friction engagement element and the second friction engagement element constituting the friction engagement portion) is large, the engagement force (that is, the clutch torque). ) Is small, the amount of heat generated due to the friction at the friction engagement portion increases, and the cooling action by the lubricating oil at the friction engagement portion may be insufficient.
Therefore, if the flow passage area is increased in order to increase the oil supply flow rate when the command oil pressure is low, the friction engagement portion is relatively small when the command oil pressure is high and the engagement force is large because the rotational speed difference is relatively small. Since the heat generated by friction in the oil pump is small, the oil supply flow rate becomes excessive, the energy consumption at the drive source of the hydraulic pump (for example, an electric motor) increases, and the rotation by the lubricating oil that contacts the rotating part of the hydraulic clutch The resistance increases and the power loss in the hydraulic clutch increases.

The present invention has been made in view of such circumstances, and in a hydraulic clutch operating device that controls a hydraulic pump that supplies hydraulic oil and lubricating oil to the hydraulic clutch, the hydraulic oil is applied at the friction engagement portion. The control oil pressure is adjusted to increase the flexibility of control of the lubricating oil supply flow rate, thereby improving the cooling effect of the friction engagement portion by the lubricating oil, reducing the energy consumption for driving the hydraulic pump, Alternatively, an object of the present invention is to provide a hydraulic clutch actuator that can reduce power loss of a hydraulic clutch due to contact with lubricating oil.
The present invention further enhances the cooling effect of the frictional engagement portion by the lubricating oil when the rotational speed difference at the frictional engagement portion is large or when the product of the rotational speed difference and the indicated hydraulic pressure is large. Purpose.

  According to the first aspect of the present invention, there is provided a frictional engagement portion (the first frictional engagement element (52a, 62a) and the second frictional engagement element (52b, 62b) which are engaged and disengaged). 52, 62) and a hydraulic clutch (C) including a hydraulic responsive member (53, 63) for controlling an engagement force applied to the friction engagement portion (52, 62), a hydraulic pump (73), and the hydraulic pressure A control device (U) including pump control means (101) for controlling the hydraulic pump (73) to control the discharge flow rate of the discharge oil discharged from the pump (73), and a part of the discharge oil A hydraulic clutch operating device (H) including a hydraulic oil supply device (K) serving as hydraulic oil for the hydraulic responsive member (53, 63), wherein the hydraulic oil supply device (K) controls the engagement force. The set hydraulic pressure (pc) A pressure adjusting member (74) for adjusting oil, and the pressure adjusting member (74) divides the discharged oil into the hydraulic oil and the lubricating oil supplied to the friction engagement portions (52, 62); The flow passage area defining the lubricating oil supply flow rate can be changed, and the control device (U) can change the flow passage area when the friction engagement portion (52, 62) is in the engaged state. Is variably based on a rotational speed difference (ΔNL, ΔNR) which is a difference between the rotational speed of the first friction engagement element (52a, 62a) and the rotational speed of the second friction engagement element (52b, 62b). The pressure adjusting member (74) is controlled so that the set area (Fa) is set, and the pump control means (101) is configured so that the friction engagement portion (52, 62) is in the engaged state. The pressure regulating member (74) having the channel area as the set area (Fa) A hydraulic clutch actuation system for controlling the hydraulic pump (73) as more the operating oil is pressure adjusted to the command hydraulic pressure (pc) (H).

According to this, when the friction engagement portion of the hydraulic clutch is engaged by the hydraulic response member, the hydraulic pump that supplies the hydraulic oil to the hydraulic clutch with the hydraulic oil is supplied to the friction engagement portion. Since the hydraulic oil is controlled to be regulated to the indicated hydraulic pressure by the pressure regulating member whose flow area defining the oil supply flow rate is set as the set area, the hydraulic responsive member is engaged with the engagement force corresponding to the indicated hydraulic pressure (and therefore the clutch Torque) can be applied to the friction engagement portion. In addition, the pressure regulating member that regulates the hydraulic oil to the command hydraulic pressure is controlled by the control device so that the flow passage area is set to a set area that changes according to the difference in rotational speed between the first and second friction engagement elements. As a result, the oil supply flow rate can be changed according to the rotational speed difference other than the command oil pressure, so that the flexibility of the control of the oil supply flow rate can be increased compared to the case where the oil supply flow rate is determined depending only on the command oil pressure.
As a result, since it becomes possible to supply the lubricating oil at the oil supply flow rate according to the heat generation amount at the friction engagement portion that changes according to the engagement force (or clutch torque) and the rotational speed difference, the friction engagement by the lubricating oil is possible. The cooling effect and lubricity of the parts can be improved, and the excess and deficiency of the lubricating oil can be improved compared with the case where the difference in rotational speed is not taken into account, so the energy consumption and power loss for driving the hydraulic pump can be reduced. It is possible to reduce power loss of the hydraulic clutch due to reduction or contact with excessive lubricating oil.

According to a second aspect of the present invention, in the hydraulic clutch actuating device (H) according to the first aspect, the control device (U) has the pressure regulating member (74) in which the flow passage area is the set area (Fa). Based on the rotational speed difference (ΔNL, ΔNR) and the command oil pressure (pc), a required discharge flow rate at which the hydraulic oil is regulated to the command oil pressure (pc) is calculated based on the pump control means (101 ) Controls the hydraulic pump (73) so that the discharge flow rate becomes the required discharge flow rate when the friction engagement portion (52, 62) is in the engaged state.
According to this, since the required discharge flow rate discharged from the hydraulic pump in order to obtain the indicated hydraulic pressure is determined in consideration of the rotational speed difference, the hydraulic pump is controlled so that the discharge flow rate becomes the required discharge flow rate. The lubricating oil having the oil supply flow rate corresponding to the rotational speed difference can be supplied to the friction engagement portion.

According to a third aspect of the present invention, in the hydraulic clutch actuator (H) according to the first or second aspect, the hydraulic oil supply device includes an electric motor (72) that drives the hydraulic pump (73), and the pump The control means (101) controls the electric motor (72) to control the hydraulic pump (73).
According to this, compared with the case where a rotational speed difference is not considered in the lubrication oil supply flow volume with respect to a friction engaging part, the power consumption in an electric motor can be reduced.

According to a fourth aspect of the present invention, in the hydraulic clutch actuator (H) according to any one of the first to third aspects, the indicated hydraulic pressure (pc) increases as the engagement force increases, and the set area ( Fa) increases as the rotational speed difference (ΔNL, ΔNR) increases.
According to this, even if the command hydraulic pressure is low (and therefore the engagement force or the clutch torque is small), when the rotational speed difference becomes large and the heat generation amount increases, the set area increases in proportion to the rotational speed difference. Since a large amount of lubricating oil is supplied to the friction engagement portion, the cooling effect of the friction engagement portion can be enhanced. In addition, when the command oil pressure is high (and therefore the engagement force or clutch torque is large) and the rotational speed difference is small, the set oil is reduced in proportion to the rotational speed difference, and the lubricating oil with a small oil supply flow rate is frictionally engaged. Since the supply of excessive lubricating oil can be prevented when the command hydraulic pressure at which the load on the hydraulic pump becomes high is high, the drive source of the hydraulic pump can be reduced in size.

According to a fifth aspect of the present invention, in the hydraulic clutch actuator (H) according to any one of the first to third aspects, the indicated hydraulic pressure (pc) increases as the engagement force increases, and the oil supply flow rate is As the product of the rotational speed difference (ΔNL, ΔNR) and the indicated hydraulic pressure (pc) increases, the difference increases.
According to this, since the lubricating oil having a lubrication flow rate proportional to the product of the rotational speed difference and the indicated hydraulic pressure can be supplied to the friction engagement portion, even if the indicated hydraulic pressure is low, the rotational speed difference becomes large and the heat generation amount is large. In this case, since the lubricating oil having a large oil supply flow rate can be supplied to the friction engagement portion as the rotational speed difference is large, the cooling effect of the friction engagement portion can be enhanced. In addition, when the command oil pressure is high and the rotation speed difference is small, the lubrication oil with a small oil supply flow rate is supplied to the friction engagement portion as the rotation speed difference is small. Since sometimes excessive supply of lubricating oil can be prevented, the drive source of the hydraulic pump can be reduced in size.

In a hydraulic clutch actuator that controls a hydraulic pump that supplies hydraulic oil and lubricating oil to the hydraulic clutch, control of the lubricating oil supply flow rate while adjusting the hydraulic oil to an indicated hydraulic pressure that controls the engagement force at the friction engagement portion Can improve the cooling effect of the friction engagement part by lubricating oil, reduce the energy consumption for driving the hydraulic pump, or reduce the power loss of the hydraulic clutch by contact with the lubricating oil A hydraulic clutch operating device is obtained.
Further, when the rotational speed difference at the friction engagement portion is large, or when the rotational speed difference is large and the indicated hydraulic pressure is small, the cooling effect of the friction engagement portion by the lubricating oil can be enhanced.

1 is a conceptual diagram of a vehicle power transmission device including a hydraulic clutch actuator to which the present invention is applied according to an embodiment of the present invention. It is principal part sectional drawing of the power transmission device of FIG. It is a figure centering on the hydraulic circuit of the hydraulic clutch actuator of the power transmission device of FIG. It is a block diagram of the control apparatus of the power transmission device of FIG. FIG. 2 is a graph for explaining a change in rotational speed difference and a command oil pressure at a friction engagement portion in the power transmission device of FIG. 1 and a graph for explaining a change in the lubricating oil supply flow rate.

Hereinafter, embodiments of the present invention will be described with reference to FIGS.
Referring to FIG. 1, in the embodiment of the present invention, the hydraulic clutch actuator H is provided in a driving force distribution device A as a power transmission device mounted on a four-wheel vehicle.

The driving force distribution device A is disposed at the front portion of the vehicle body together with a power unit P including an engine E which is an internal combustion engine arranged horizontally and a transmission M to which torque (or driving force) generated by the engine E is input. Is done.
The left and right drive shafts 10L and 10R, which are arranged behind the power unit P and extend leftward and rightward from the left and right ends of the driving force distribution device A to which the torque of the power unit P is input, The front wheels WL and WR which are the driving wheels are respectively mounted.
In this embodiment, the front and rear, left and right, and up and down directions are based on the vehicle.

As shown in FIGS. 1 and 2, the driving force distribution device A includes a differential mechanism D to which torque from the transmission M is input, and torque from the differential mechanism D to the left and right front wheels WL, And a distribution mechanism B as a transmission mechanism for distributing torque between the WRs.
The differential mechanism D includes an input portion that includes an input gear 2 provided on an input shaft 1 that is connected to and driven by an output shaft of the transmission M, and an external gear 3 that meshes with the input gear 2, and an external tooth The gear 3 includes a gear case 33 provided on the outer periphery, a planetary gear mechanism Ga which is a gear mechanism disposed in the gear case 33, and left and right output shafts 9L and 9R. The differential mechanism D is housed in a casing 30 including left and right casings 31 and 32 that are part of the casing of the transmission M. The gear case 33 is rotatably supported by the left and right casings 31 and 32 via bearings 37 and 38.

  The planetary gear mechanism Ga is integrally provided with the external gear 3 and is fixed to the gear case 33 with bolts 36, the sun gear 5 coaxially disposed inside the ring gear 4, and a plurality of meshing gears with the ring gear 4. The outer planetary gear 6 and a plurality of inner planetary gears 7 meshing with the outer planetary gear 6 and the sun gear 5, and a carrier 8 that rotatably supports the planetary gears 6, 7. The outer planetary gear 6 and the inner planetary gear 7 are rotatably supported by a plurality of planetary gear shafts 39 and 40 provided on the carrier 8, respectively.

  The left output shaft 9L connects the carrier 8 to the left drive shaft 10L, and the right output shaft 9R connects the sun gear 5 to the right drive shaft 10R. The right output shaft 9R has a two-divided structure including a first shaft 9R1 and a second shaft 9R2 that are spline-coupled to each other. Both output shafts 9R, 9L are rotational axes coaxial with both drive shafts 10L, 10R, and together with the first to third rotating bodies 47, 46, 48 and the carrier member 11 described later, Have.

The left output shaft 9L splined to the left portion of the carrier 8 extends leftward through the gear case 33 and the left casing 31, and is splined to the left drive shaft 10L. The first rotating body 47, which is a tubular shaft splined to the right portion of the carrier 8, extends rightward through the gear case 33 and the right casing 32. A second rotating body 46 that is a tubular shaft is splined inside the right end of the first rotating body 47.
The first shaft 9R1 disposed in the first rotating body 47 is spline-coupled to the sun gear 5, and the second shaft 9R2 disposed in the second rotating body 46 passes through the clutch housing 20 of the hydraulic clutch C to the right. And is splined to the right drive shaft 10R.

  A distribution mechanism B as a transmission mechanism that transmits torque of the power unit P input via the differential mechanism D includes a gear mechanism Gb that enables transmission of torque between the left and right front wheels WL and WR, and a hydraulic clutch C. Is provided with a hydraulic clutch actuator H (see also FIG. 3) that controls the torque distributed through the gear mechanism Gb. The hydraulic clutch C includes a clutch housing 20 including left and right housings 41 and 42 as first and second housings connected by bolts 43.

  A gear mechanism Gb that is housed in a clutch chamber 21 that is a housing chamber formed by the clutch housing 20 and that is composed of a planetary gear mechanism, includes a sun gear group and a carrier member 11 that are arranged coaxially with the second shaft 9R2, and a first gear mechanism Gb. A plurality of pinion shafts 12 arranged at equal intervals in the circumferential direction around the two shafts 9R2 and a pinion member integrally formed with first to third pinions 13 to 15 that are rotatably supported by the respective pinion shafts 12 16.

The sun gear group is rotatably supported by the second shaft 9R2 and meshes with the first pinion 13, and is coupled to the carrier 8 and is fixed to the second shaft 9R2 and meshes with the second pinion 14. And a third sun gear 19 that is rotatably supported by the second shaft 9R2 and meshes with the third pinion 15.
The first sun gear 17 is splined to a second rotating body 46 that is rotatably supported by the housing 41 via a bearing 25, and the second sun gear 18 is rotatable to the second rotating body 46 via a bearing 49. The third sun gear 19 is supported by the second shaft 9R2 through the bearing 26 so as to be splined to the second shaft 9R2 that is supported and rotatably supported by the right housing 42 through the bearing 24. The tubular third rotating body 48 is integrally formed and coupled.
The carrier member 11 is rotatably supported by the second rotating body 46 via the bearing 27 and is rotatably supported by the third rotating body 48 via the bearing 28.
The rotational speeds of the sun gears 17 to 19, the pinions 13 to 15, and the second shaft 9R2 can be higher as the vehicle speed is higher. Therefore, the gear mechanism Gb includes the sun gears 17 to 19 and the pinions 13 to 15 as rotating parts whose rotational speed increases as the vehicle speed increases.

The hydraulic clutch operating device H controls the operation of the hydraulic clutch C by the hydraulic clutch C that changes the torque transmission form in the distribution mechanism B and the hydraulic oil that is part of the discharged oil discharged by the hydraulic pump 73. And a supply device K.
The hydraulic clutch C is composed of left and right hydraulic clutches CL and CR, which are first and second hydraulic clutches, both of which are wet friction type multi-plate clutches. The clutch housing 20 is a housing common to both hydraulic clutches CL and CR. It is.

  In the clutch chamber 21 in which both the hydraulic clutches CL and CR are accommodated, a portion other than the hydraulic oil among the discharged oil discharged from the hydraulic pump 73 is supplied as lubricating oil. By supplying this lubricating oil, the clutch chamber 21 has overflow means (not shown), for example, an overflow passage formed by holes provided in the clutch housing 20 or a dam-like partition provided in the clutch housing 20. A required amount of lubricating oil having an oil level determined by the wall) is stored, and the friction engagement portions 52 and 62 of the hydraulic clutches CL and CR are partially immersed in the stored lubricating oil.

  The left hydraulic clutch CL includes a torque acting part 50 constituted by a part of the carrier member 11 as a rotating body, a torque acting part 51 constituted by a part of the left housing 41, a torque acting part 50 and a torque covered part. A first friction engagement portion 52 arranged between the action portion 51 and capable of transmitting torque, and a hydraulically responsive type as a hydraulic response member for controlling an engagement force applied to the friction engagement portion 52. A piston 53 and a return spring 54 as a biasing member that biases the piston 53 in the disengagement direction are provided.

  Similarly, the right hydraulic clutch CR includes a torque acting part 60 constituted by a part of the third rotating body 48, a torque acted part 61 constituted by a part of the right housing 42, a torque acting part 60 and a torque. A second friction engagement portion 62 that is arranged between the operated portion 61 and enables transmission of torque, and a hydraulic response type as a hydraulic response member that controls an engagement force applied to the friction engagement portion 62. And a return spring 64 as a biasing member that biases the piston 63 in the disengagement direction.

  The frictional engagement portions 52 and 62 of the hydraulic clutches CL and CR include a plurality of plate-like first friction engagement elements 52a and 62a and a plurality of plate-like second friction engagement elements 52b and 62b, which are alternately stacked. Consists of The first friction engagement elements 52a and 62a as the torque acting side engaging portions are spline-coupled to the torque acting portions 50 and 60 to which torque is input and are provided so as to be integrally rotatable, and serve as the torque acting side engaging portions. The second friction engagement elements 52b and 62b are spline-coupled to the torque acted portions 51 and 61, which are non-rotating members in this embodiment, and are provided integrally.

In each of the hydraulic clutches CL and CR, the pistons 53 and 63 are friction engagement portions according to the hydraulic pressure of the hydraulic oil supplied to the oil chambers 55 and 65 formed in cooperation with the torque operated portions 51 and 61. Engaging force for engaging 52 and 62 is generated. Therefore, the pistons 53 and 63 can change the engagement force according to the hydraulic pressure of the hydraulic oil in the oil chambers 55 and 65.
When the engagement force acts on the friction engagement portions 52, 62, the first and second friction engagement elements 52a, 52b, 62a, 62b engage with each other by friction, and the first friction engagement element 52a. 62a is in an engaged state in which torque is applied to the second friction engagement elements 52b, 62b, and therefore, the hydraulic clutches CL, CR are engaged. On the other hand, when the hydraulic pressure of the hydraulic oil in the oil chambers 55 and 65 decreases and the engagement force does not act on the friction engagement portions 52 and 62, the first and second friction engagement elements 52a, 52b, 62a and 62b are The first friction engagement elements 52a and 62a are disengaged from each other so that torque is not applied to the second friction engagement elements 52b and 62b, and therefore the hydraulic clutches CL and CR are disengaged. Become.

  In the description of the specification and claims, the expression that the friction engagement portions 52 and 62 are “engaged” means that the friction engagement portions 52 and 62 are in the engagement state. Similarly, the expression that the friction engagement portions 52 and 62 are “disengaged” includes the case where the friction engagement portions 52 and 62 are in the disengagement state. To do.

  2 and 3, the hydraulic oil supply device K includes an electric motor 72 as a drive source, a hydraulic circuit 70 including a hydraulic pump 73 and a pressure regulating valve 74, a discharge flow rate of the hydraulic pump 73, and pistons 53 and 63. And a control device U for controlling the oil supply flow rate of the lubricating oil supplied to the distribution mechanism B including the hydraulic oil pressure and the hydraulic clutch C.

  The hydraulic circuit 70 is constituted by a lower part of the left casing 31 and a lower part of the left housing 41, and an oil storage part 71 that stores oil, a hydraulic pump 73 that is rotationally driven by an electric motor 72, and an operation that operates pistons 53 and 63. Both the pressure regulating valve 74 as a pressure regulating member for adjusting the oil pressure of the oil and the oil pressure of the oil chambers 55 and 65 by controlling the hydraulic pressure of the oil chambers 55 and 65 by supplying and discharging the hydraulic oil to and from the oil chambers 55 and 65 are the first hydraulic control valves. 1 and 2nd oil pressure change-over valves 75L and 75R, and oil passage formation members, such as a conduit which forms oil passage L, are provided.

  The dedicated hydraulic pump 73 for supplying hydraulic oil and lubricating oil to the hydraulic clutch C is composed of a trochoid pump as a constant displacement positive displacement rotary pump, and a pump body 73a coupled to the left housing 41, A pump cover 73b coupled to the pump body 73a, and a pump rotor including an inner rotor 73i and an outer rotor 73o housed in a housing chamber formed by the pump body 73a and the pump cover 73b. The inner rotor 73i is integrally fixed to a rotating shaft 72a included in an electric motor 72 attached to the pump body 73a, and is rotated together with the outer rotor 73o by the electric motor 72.

Referring to FIG. 3, a pressure regulating valve 74 constituted by a linear solenoid valve includes a cylindrical valve body 74a, a spool 74b which is a valve body slidably disposed in the valve body 74a, and a spool 74b. It is a spool valve provided with a solenoid 74c as a drive unit for driving and a return spring 74d.
The pressure regulating valve 74 is controlled by the control device U to split the discharge oil from the hydraulic pump 73 into hydraulic oil supplied to the oil chambers 55 and 65 and lubricating oil supplied to the lubrication part of the distribution mechanism B. And the pressure of the hydraulic oil is adjusted.
Here, the lubrication portion includes the friction engagement portions 52 and 62 and the bearings 24 to 28 of the hydraulic clutches CL and CR, and the clutches of the hydraulic clutch CL and CR together with the friction engagement portions 52 and 62 and the bearings 24 to 28. Each gear 17-19, each pinion 13-15 which comprises the gear mechanism Gb which is a member accommodated in the housing 20, and the 2nd, 3rd rotary body 46,48, 2nd axis | shaft 9R2, etc. are contained.

The pressure regulating valve 74 can change the flow path area of the flow rate defining portion 74e that regulates the lubricating oil supply flow rate so as to regulate the hydraulic oil by controlling the oil supply flow rate that is the flow rate of the lubricating oil. By controlling the size of the area, the command oil pressure pc calculated by the control device U according to the magnitude of the engagement force is applied to the hydraulic oil of the pistons 53 and 63 in cooperation with the control of the discharge flow rate by the hydraulic pump 73. Adjust pressure.
The flow rate defining portion 74e is a variable restricting portion configured by a valve body side defining portion 74a1 that forms an annular outlet port 74o in the valve body 74a and a valve body side defining portion 74b1 that is a land of the spool 74b. Is the channel area at the variable throttle.

The hydraulic pressure changeover valves 75L and 75R each constituted by a solenoid valve are a combination of hydraulic oil acting on the pistons 53 and 63, hydraulic oil having a command hydraulic pressure pc which is a hydraulic pressure regulated by the pressure regulating valve 74, and the command hydraulic pressure pc. The hydraulic oil is discharged from the oil chambers 55 and 65 and switched to hydraulic oil having a disengagement hydraulic pressure lower than the command hydraulic pressure pc.
The disengagement hydraulic pressure is a drain pressure when the hydraulic pressure switching valves 75L and 75R cause the oil chambers 55 and 65 to communicate with the drain 76, and the pistons 53 and 63 exert an engagement force on the friction engagement portions 52 and 62. Hydraulic pressure not applied. The drain 76 is an exhaust oil passage communicating with the oil storage section 71 or an internal space formed by the left casing 31 and the left housing 41 (the space above the oil storage section 71).

Referring to FIG. 3, the suction port of the hydraulic pump 73 and the oil storage portion 71 communicate with each other via the suction oil passage L <b> 1 provided with the oil strainer 77, and the discharge communicated with the hydraulic pump 73 at the discharge port of the hydraulic pump 73. The oil passage L2 branches into a hydraulic oil passage L10 that communicates with the hydraulic pressure switching valves 75L and 75R and a lubricating oil passage L20 that communicates with the inlet port 74i of the pressure regulating valve 74.
The hydraulic pump 73 and the oil chambers 55 and 65 communicate with each other via the discharge oil passage L2 and the hydraulic oil passage L10 provided with the hydraulic switching valves 75L and 75R. The clutch chamber 21 communicates with the discharge oil passage L2 through a lubricating oil passage L20 provided with a pressure regulating valve 74 and oil filters 78 and 79.

  The hydraulic oil passage L10 communicates the hydraulic oil by connecting the upstream hydraulic oil passage L11, which connects the discharge oil passage L2 and the hydraulic switching valves 75L, 75R, and the hydraulic switching valve 75L and the oil chamber 55. A first downstream hydraulic oil passage L12 that acts on the piston 53, and a second downstream hydraulic fluid passage L13 that causes the hydraulic switching valve 75R and the oil chamber 65 to communicate with each other to act on the piston 63. Have. Therefore, the hydraulic switching valve 75L selectively communicates the first downstream hydraulic oil passage L12 with the upstream hydraulic fluid passage L11 and the drain 76, and the hydraulic switching valve 75R operates in the second downstream operation direction. The oil passage L13 is selectively communicated with the upstream hydraulic oil passage L11 and the drain 76.

  The lubricating oil passage L20 is connected to the upstream lubricating oil passage L21 that connects the discharge oil passage L2 and the inlet port 74i of the pressure regulating valve 74, and to the downstream that connects the outlet port 74o of the pressure regulating valve 74 and the clutch chamber 21. And a side lubricating oil passage L22. The downstream lubricating oil passage L22 has a first oil passage L23 and a right hydraulic clutch CR that open to the clutch chamber 21 in the left housing 41 near the left hydraulic clutch CL in an axial direction that is parallel to the rotation center line Lc. At the right side, the right housing 42 branches to a second oil passage L24 that opens to the clutch chamber 21. When the clutch chamber 21 is substantially equally divided into the first chamber 21L and the second chamber 21R in the axial direction, the first oil passage L23 opened to the first chamber 21L is a lubricating oil centered around the friction engagement portion 52. The second oil passage L24 that opens to the second chamber 21R supplies lubricating oil around the friction engagement portion 62.

Referring to FIGS. 3 and 4, the control device U includes a state detection unit 80 that detects the state of the vehicle and the hydraulic clutch actuator H, and a detection signal from the state detection unit 80 and the state detection unit 80. The electronic control unit (hereinafter referred to as “ECU”) 90 that controls the operation of the electric motor 72, the pressure regulating valve 74, and the hydraulic pressure switching valves 75L and 75R based on the respective states detected by the above.
The ECU 90 is a computer that includes an input / output interface, a central processing unit, and a storage device. The storage device stores various maps described later.
A part of the state detection means 80 is provided in the ECU 90 as a function of the ECU 90, but in FIG. 4, it is treated as the state detection means 80 for convenience of explanation.

The state detection means 80 includes a vehicle speed detection means 81 that detects the vehicle speed V, a steering angle detection means 82 that detects the steering angle θ of the steering handle of the vehicle, and a first rotation speed that is the rotation speed of each of the torque acting portions 50 and 60. First rotation speed detection means 84 and 85 for detecting NL and NR, pump rotation speed detection means 86 for detecting the pump rotation speed Np of the hydraulic pump 73 (equivalent to the rotation speed of the electric motor 72), and discharge oil And an oil temperature detecting means 87 for detecting the oil temperature T of the lubricating oil in the downstream lubricating oil passage L22.
Each of the rotational speed detecting means 84, 85, 86 is a well-known method for detecting the rotational speed based on a detection signal of a rotational angle detecting means for detecting a rotational angle of a pulsar that rotates integrally with a rotational member that is a rotational speed detection target. It is a detection means.

The ECU 90 is configured to determine whether the hydraulic clutches CL and CR are to be engaged or disengaged, and the rotational speed differences ΔNL and ΔNR between the friction engagement portions 52 and 62. That is, the first rotational speeds NL and NR which are also the rotational speeds of the first friction engagement elements 52a and 62a (see FIG. 2) and the rotational speeds of the torque actuated portions 51 and 61 (second friction engagement elements 52b and 62b (see FIG. 2) 2), and the flow rate of the pressure regulating valve 74 based on the rotational speed differences ΔNL and ΔNR. Setting area calculation means 93 for calculating the setting area Fa of the area, instruction oil pressure calculation means 94 for calculating the instruction oil pressure pc based on the vehicle speed V and the steering angle θ, the rotational speed differences ΔNL and ΔNR or the setting area Fa and the instruction oil pressure p When the required pump rotation speed calculation means 95 as the required discharge flow rate calculation means for calculating the required pump rotation speed Npa as the required discharge flow rate of the discharged oil and the hydraulic clutches CL and CR are disengaged. Stop period calculation means 96 for calculating the drive stop period S of the electric motor 72, and when the engagement is released, which is the oil supply flow rate of the lubricant supplied to the lubrication unit when the hydraulic clutches CL and CR are in the disengaged state. The disengagement oil supply flow rate calculation means 97 for calculating the oil supply flow rate Q and the rotational speed of the electric motor 72 (and hence the pump rotational speed Np of the hydraulic pump 73) are controlled so that the discharge flow rate of the discharged oil becomes the required discharge flow rate. Of the spool 74b (see FIG. 3) of the pressure regulating valve 74 based on the pump control means 101 serving as the motor driving means, the set area Fa, and the oil supply flow rate Q when disengaged. A pressure regulating member control unit 102 for setting the location, the hydraulic switching valves 75L, and a hydraulic switching valve controlling means 103 as the hydraulic control valve control means for driving the 75R, it comprises as its functions.
Here, the pressure adjusting member control means 102 and the hydraulic pressure switching valve control means 103 constitute a lubricating oil distribution control means capable of controlling the supply of hydraulic oil and lubricating oil separated from the discharge oil discharged from the hydraulic pump 73.

Based on the vehicle speed V and the steering angle θ, which are detection results respectively detected by the vehicle speed detecting means 81 and the steering angle detecting means 82, the clutch operation determining means 91 puts the hydraulic clutches CL and CR into an engaged state, Decide whether to disengage.
Accordingly, the vehicle speed detecting means 81 and the steering angle detecting means 82 constitute a clutch operating condition detecting means 83 for detecting a hydraulic clutch operating condition for setting each hydraulic clutch CL, CR to the engaged state or the disengaged state. To do.

In this embodiment, in each of the hydraulic clutches CL and CR, since the second rotational speed is 0 (zero) because it is the rotational speed of the housings 41 and 42 that are non-rotating members, the first rotational speed NL, NR becomes the rotational speed difference ΔNL, ΔNR. The rotational speed differences ΔNL and ΔNR are absolute values of the difference between the first and second rotational speeds.
Therefore, the rotation speed difference calculation unit 92 calculates the first rotation speeds NL and NR detected by the rotation speed detection units 84 and 85 as the rotation speed differences ΔNL and ΔNR.

The command oil pressure calculation means 94 calculates the command oil pressure pc by searching a command oil pressure map in which the command oil pressure pc corresponding to the vehicle speed V and the steering angle θ is set.
The command hydraulic pressure pc is from the first and second friction engagement elements 52a, 52b, 62a, and 62b to each other in the friction engagement portions 52 and 62 until they rotate together without slipping. In this range, the first friction engagement elements 52a and 62a are proportional to the clutch torque that is the torque applied to the second friction engagement elements 52b and 62b, and are therefore proportional to the engagement force. Torque and engagement force increase.

  The set area calculating means 93 calculates the set area Fa by searching a flow path area map in which the set area Fa corresponding to the rotational speed differences ΔNL and ΔNR is set. When the command hydraulic pressure pc is the same, the set area Fa increases as the rotational speed differences ΔNL and ΔNR increase (see FIG. 5).

  Since the hydraulic pump 73 is a constant displacement pump, the required discharge flow rate and the pump rotation speed Np have a one-to-one correspondence. For this reason, in this embodiment, the necessary pump rotation speed calculation means 95 equivalent to the required discharge flow rate calculation means is set by the command oil pressure pc and the rotation speed differences ΔNL, ΔNR (or the rotation speed differences ΔNL, ΔNR). The necessary pump rotation speed Npa for obtaining the required discharge flow rate is calculated by searching a pump control map in which the required pump rotation speed Npa equivalent to the required discharge flow rate corresponding to the area Fa) is set.

  When the friction engagement portions 52 and 62 are engaged based on the determination by the clutch operation determining means 91, the pressure adjusting member control means 102 calculates the flow passage area based on the rotational speed differences ΔNL and ΔNR. The pressure control valve 74 is controlled so that the set area Fa is set, and the pump control means 101 is a pump that requires the hydraulic oil to be adjusted to the indicated hydraulic pressure pc by the pressure control valve 74 having the flow path area as the set area Fa. By controlling the drive of the electric motor 72 by controlling the amount of current supplied from the battery to the electric motor 72 so that the rotation speed Npa is obtained, the pump rotation speed Np of the hydraulic pump 73 is controlled by, for example, feedback control. The hydraulic pump 73 is controlled so that the discharge flow rate becomes the required discharge flow rate.

  Based on the steering angle θ, the hydraulic pressure switching valve control means 103 moves the hydraulic pressure switching valves 75L, 75R upstream of the oil chambers 55, 65 via the first and second downstream hydraulic oil passages L12, L13. The hydraulic oil communicated with the hydraulic oil passage L11 and the hydraulic oil regulated to the indicated hydraulic pressure pc by the pressure regulating valve 74 is supplied to the oil chambers 55 and 65, or the oil chambers 55 and 65 are the first and first hydraulic chambers. 2. Control is performed so that the hydraulic oil in the oil chambers 55 and 65 is discharged to the drain 76 by communicating with the drain 76 that is a low hydraulic pressure source via the oil passages L12 and L13 for the downstream hydraulic oil.

  The hydraulic pressure switching valves 75L and 75R are controlled by the hydraulic pressure switching valve control means 103 so that the first and second downstream hydraulic oil passages L12 and L13 are connected to the upstream hydraulic fluid passage L11 and the drain 76. By switching between them, the engaged state and the disengaged state of each of the hydraulic clutches CL and CR are switched. Specifically, when the first and second downstream hydraulic oil passages L12 and L13 communicate with the upstream hydraulic fluid passage L11, the operation of the command hydraulic pressure pc supplied into the oil chambers 55 and 65 is performed. When oil acts on the pistons 53 and 63 to engage the hydraulic clutches CL and CR, and the first and second downstream hydraulic oil passages L12 and L13 communicate with the drain 76, the oil chamber 55, The hydraulic oil in 65 becomes the disengagement hydraulic pressure, and the hydraulic clutches CL and CR are disengaged.

Further, when the hydraulic pressure changeover valves 75L and 75R close the upstream hydraulic oil passage L11, the pressure regulating valve 74 does not supply the discharged oil as hydraulic oil to the pistons 53 and 63, but as lubricating oil to the distribution mechanism B. Can be supplied. Therefore, when the hydraulic clutches CL and CR are engaged, the pressure regulating valve 74 and the hydraulic switching valves 75L and 75R divide the discharged oil into the working oil and the lubricating oil, and the pistons 53 and 63 (therefore, the oil Chamber 55 and 65) and the lubrication part of distribution mechanism B, respectively, and when each hydraulic clutch CL and CR is disengaged, hydraulic oil is supplied to pistons 53 and 63 (and therefore oil chambers 55 and 65). A distribution member for supplying the discharged oil as the lubricating oil to the lubricating portion without supplying is configured.
The lubricating oil supplied into the clutch chamber 21 from the lubricating oil passage L20 is the friction engagement portions 52 and 62 of the hydraulic clutches CL and CR, the gear mechanism Gb incorporated in the clutch housing 20, and the like. The lubricant is supplied to the lubrication part to lubricate the lubrication part, and at the same time, the friction engagement parts 52 and 62 which are also heat generation parts are cooled.

Referring to FIG. 5, in this embodiment, when both the friction engagement portions 52 and 62 are engaged, the oil supply flow rate increases as the product of the rotational speed differences ΔNL and ΔNR and the command hydraulic pressure pc increases.
On the other hand, in the comparative example in which the flow path area is a constant value regardless of the rotational speed difference ΔNL, ΔNR, the oil supply flow rate depends only on the command oil pressure pc. As shown, when the command oil pressure pc is relatively high and the rotational speed differences ΔNL and ΔNR are small, the oil supply flow rate becomes excessive, power consumption in the electric motor 72 increases, and the command oil pressure pc is relatively low. When the rotational speed differences ΔNL and ΔNR are large, the oil supply flow rate is insufficient and the cooling effect at the friction engagement portions 52 and 62 cannot be sufficiently obtained.

  Further, when both the friction engagement portions 52 and 62 are in the disengaged state based on the determination by the clutch operation determining means 91, it is not necessary to apply the command hydraulic pressure pc to the pistons 53 and 63. The electric motor 72 and the hydraulic pump 73 are intermittently driven so that the drive stop period S in which the electric motor 72 (and hence the hydraulic pump 73) is stopped is formed, and the pressure regulating member control means 102 and the hydraulic switching valve control are controlled. The means 103 controls the pressure regulating valve 74 and the hydraulic pressure switching valves 75L and 75R so that the discharged oil is supplied to the lubricating portion as lubricating oil.

  Specifically, during intermittent driving, the pump control means 101 performs lubrication based on the drive stop period S and the engagement release oil flow rate Q calculated by the stop period calculation means 96 and the engagement release oil flow rate calculation means 97, respectively. The electric motor 72 is operated so that the oil is supplied to the lubricating portion of the distribution mechanism B (see FIG. 2) including the hydraulic clutches CL and CR via the lubricating oil passage L20. At this time, the pressure regulating member control means 102 sets the flow passage area of the pressure regulating valve 74 to a constant area, and the hydraulic pressure switching valve control means 103 communicates the first and second downstream hydraulic oil paths L12 and L13. And the upstream hydraulic oil passage L11 is closed by the hydraulic switching valves 75L and 75R.

  Therefore, when the hydraulic pump 73 is operated during intermittent driving, the discharged oil does not operate the pistons 53 and 63 to bring the friction engagement portions 52 and 62 into the engaged state. Since the distribution member is provided with the hydraulic switching valves 75L and 75R as described above, the hydraulic oil passage L10 can be shut off from the oil chambers 55 and 65 by the hydraulic switching valves 75L and 75R. Since the change width of the oil supply flow rate Q can be increased, the degree of freedom in controlling the oil supply flow rate Q when disengaged can be increased.

The stop period calculation means 96 calculates a basic period Sa and a correction period Sb for correcting the drive stop period S by the vehicle speed V and the oil temperature T as shown in the following equation, and corrects the basic period Sa. The drive stop period S is calculated by correcting the period Sb. At this time, the stop period calculation means 96 calculates the correction period Sb by searching a map in which the correction period Sb corresponding to the vehicle speed V and the oil temperature T is set.
S = Sa + Sb
Where S: drive stop period
Sa: Basic period
Sb: Correction period

Further, the disengagement oil supply flow rate calculation means 97 calculates a basic flow rate Qa and a correction flow rate Qb for correcting the engagement disengagement oil supply flow rate Q by the vehicle speed V and the oil temperature T, and calculates the basic flow rate Qa. The oil supply flow rate Q at the time of disengagement is calculated by correcting with the correction flow rate Qb. The disengagement refueling flow rate calculating means 97 calculates the corrected flow rate Qb by searching a map in which the corrected flow rate Qb corresponding to the vehicle speed V and the oil temperature T is set.
Q = Qa + Qb
Where Q: lubrication flow rate when disengaged
Qa: Basic flow rate
Qb: Corrected flow rate

  The basic period Sa and the basic flow rate Qa are the amount of leakage of lubricating oil from the clutch chamber 21 of the hydraulic clutch C, and the oil level of the lubricating oil in the clutch chamber 21 when the hydraulic clutches CL and CR are engaged. In this embodiment, for example, it is a constant value.

  Further, the correction period Sb is set shorter as the oil temperature T is higher, and the correction flow rate Qb is set higher as the oil temperature T is higher, according to the oil temperature T detected by the oil temperature detecting means 87. This is because the higher the oil temperature T, the lower the viscosity of the lubricating oil. Therefore, the lubricating portions such as the friction engagement portions 52 and 62, the gears 17 to 19 of the gear mechanism Gb, and the pinions 13 to 15 (see FIG. 2). This is because the lubricating oil adhering to the oil easily flows away from the lubricating portion, and the amount of lubricating oil leaking from the clutch chamber 21 through the minute gap of the clutch housing 20 increases.

  The correction period Sb is set shorter as the vehicle speed V is higher in accordance with the vehicle speed V detected by the vehicle speed detection means 81, and the correction flow rate Qb is set higher as the vehicle speed V is higher. This is because as the vehicle speed V increases, the amount of lubricating oil flowing out from the friction engagement portions 52 and 62, the gears 17 to 19 of the gear mechanism Gb, and the pinions 13 to 15 (see FIG. 2) increases due to centrifugal force. This is because the operating environment tends to be short of lubricating oil.

  Therefore, during the intermittent drive in which the electric motor 72 and the hydraulic pump 73 are intermittently driven by the pump control means 101, the drive stop period S is set shorter as the vehicle speed V is higher and the oil temperature T of the discharged oil is higher. The higher the vehicle speed V and the higher the oil temperature T, the larger the oil release flow rate Q at the time of disengagement. For this purpose, the pump control means 101 determines the pump rotation speed Np based on the vehicle speed V and the oil temperature T so that the higher the vehicle speed V and the oil temperature T, the greater the oil supply flow rate Q at the time of engagement of the lubricant. Increase the oil pressure of the discharged oil.

Hereinafter, the operation of the driving force distribution device A will be described with reference to FIG. In the description when turning the vehicle, the description when turning right is described in parentheses.
Based on the steering angle θ, when the vehicle is not traveling straight, such as when traveling straight, the hydraulic clutches CL and CR are disengaged by the determination of the clutch operation determining means 91, so that the carrier member 11 in the gear mechanism Gb. And the restraint of the third sun gear 19 is released. For this reason, the left and right output shafts 9L and 9R, the left and right drive shafts 10L and 10R, the carrier 8 and the carrier member 11 all rotate together, and the torque from the power unit P is transferred from the differential mechanism D to the left and right front wheels WL. , WR are evenly transmitted.

  Based on the vehicle speed V and the steering angle θ, when the hydraulic clutches CL and CR are engaged according to the determination of the clutch operation determining means 91, the ECU 90 is turning left (right) in the middle and low vehicle speed range. When it is determined that there is, the carrier member 11 (third rotating body 48) is coupled to the clutch housing 20 by engaging the left hydraulic clutch CL (right hydraulic clutch CR) in accordance with a command from the ECU 90, and the carrier member 11 ( The rotation of the third rotating body 48) is stopped. At this time, the pinion member 16 (carrier member 11) is accelerated with respect to the left output shaft 9L (right output shaft 9R), and the right front wheel WR (left front wheel WL) is compared with the left front wheel WL (right front wheel WR). Increased speed. As a result, part of the torque of the left front wheel WL (right front wheel WR), which is the inner turning wheel, is transmitted to the right front wheel WR (left front wheel WL), which is the outer turning wheel, and the left turn (right turn) of the vehicle is assisted. Turning performance can be improved.

  Also, instead of stopping the carrier member 11 (third rotating body 48) by the left hydraulic clutch CL (right hydraulic clutch CR), the hydraulic pressure of the hydraulic oil is adjusted to engage the left hydraulic clutch CL (right hydraulic clutch CR). Is adjusted as appropriate to decelerate the carrier member 11 (third rotating body 48), and the right front wheel WR (left front wheel WL) is accelerated relative to the left front wheel WL (right front wheel WR) in accordance with the deceleration, Arbitrary torque can be transmitted from the left front wheel WL (right front wheel WR) to the right front wheel WR (left front wheel WL).

Next, operations and effects of the embodiment configured as described above will be described.
The hydraulic oil supply device K of the hydraulic clutch actuator H includes a pressure regulating valve 74 that regulates the hydraulic oil to an indicated hydraulic pressure pc set to control the engagement force of the friction engagement portions 52 and 62. The discharge oil is divided into hydraulic oil supplied to the hydraulic responsive pistons 53 and 63 and lubricating oil supplied to the friction engagement portions 52 and 62, and the flow passage area defining the lubricating oil supply flow rate can be changed. Yes, the pressure regulating member control means 102 has a flow passage area of the first frictional engagement elements 52a, 62a and the second rotational speeds NL, NR and the second friction when the frictional engagement portions 52, 62 are engaged. The pressure control valve 74 is controlled so that the set area Fa is variably set based on the rotational speed differences ΔNL and ΔNR which are the differences from the rotational speeds of the engagement elements 52b and 62b. When the joint portions 52 and 62 are in the engaged state, The hydraulic pump 73 is controlled so that the hydraulic oil is regulated to the command hydraulic pressure pc by the pressure regulating valve 74 whose road area is the set area Fa.
With this structure, when the frictional engagement portions 52 and 62 of the hydraulic clutches CL and CR are engaged by the pistons 53 and 63, the hydraulic pump 73 that supplies hydraulic oil and lubricating oil to the hydraulic clutches CL and CR, The hydraulic oil is controlled to be regulated to the command hydraulic pressure pc by the pressure regulating valve 74 having a flow area that defines the flow rate of the lubricating oil supplied to the friction engagement portions 52 and 62 as a set area Fa. The pistons 53 and 63 can apply an engagement force (and therefore a clutch torque) corresponding to the command hydraulic pressure pc to the friction engagement portions 52 and 62. In addition, the pressure regulating valve 74 that regulates the hydraulic oil to the command hydraulic pressure pc is set so that the flow passage area changes according to the rotational speed differences ΔNL and ΔNR of the first and second friction engagement elements 52a, 52b, 62a, and 62b. By setting the area Fa, the oil supply flow rate can be changed according to the rotational speed differences ΔNL and ΔNR in addition to the command oil pressure pc, so that the oil supply flow rate can be changed compared to the case where the oil supply flow rate is determined only by the command oil pressure pc. Control flexibility can be increased.
As a result, it becomes possible to supply the lubricating oil at the oil supply flow rate according to the heat generation amount at the friction engagement portions 52 and 62 that change according to the engagement force (or clutch torque) and the rotational speed differences ΔNL and ΔNR. The cooling effect and lubricity of the frictional engagement portions 52 and 62 by the lubricating oil can be improved, and further, the excess and deficiency of the lubricating oil can be improved as compared with the case where the rotational speed differences ΔNL and ΔNR are not considered. Energy consumption and power loss for driving the pump 73 can be reduced, or power loss of the hydraulic clutch due to contact with excess lubricating oil can be reduced.

  The required pump rotation speed calculation means 95 of the control device U calculates a required pump rotation speed Npa equivalent to the required discharge flow rate at which the hydraulic oil is adjusted to the indicated hydraulic pressure pc by the pressure adjusting member whose flow path area is the set area Fa. Calculated based on the rotational speed differences ΔNL, ΔNR and the command hydraulic pressure pc, the pump control means 101 determines that the pump rotational speed Np is equal to the required pump rotational speed Npa when the friction engagement portions 52, 62 are engaged. In other words, by controlling the hydraulic pump 73 so that the discharge flow rate becomes the required discharge flow rate, the required discharge flow rate discharged by the hydraulic pump 73 in order to obtain the indicated hydraulic pressure pc becomes the rotational speed difference ΔNL, ΔNR. Therefore, the hydraulic pump 73 is controlled so that the discharge flow rate becomes the required discharge flow rate, so that the lubricating oil having the oil supply flow rate according to the rotational speed differences ΔNL and ΔNR is rubbed. It can be supplied to the engaging portion 52, 62.

  The hydraulic oil supply device K includes an electric motor 72 that drives the hydraulic pump 73, and the pump control unit 101 lubricates the friction engagement portions 52 and 62 by controlling the electric motor 72 to control the hydraulic pump 73. Compared to the case where the rotational speed differences ΔNL and ΔNR are not considered in the oil supply flow rate, the power consumption in the electric motor 72 can be reduced, and the battery consumption can be suppressed.

  The command hydraulic pressure pc increases as the engagement force increases, and the set area Fa increases as the rotational speed difference ΔNL, ΔNR increases, so that the command hydraulic pressure pc is low (and therefore the engagement force or clutch torque is small). When the rotational speed difference ΔNL, ΔNR increases and the heat generation amount increases, the set area Fa increases in proportion to the rotational speed difference ΔNL, ΔNR, so that a large amount of lubricating oil flows into the friction engagement portion 52, Since it is supplied to 62, the cooling effect of the friction engagement parts 52, 62 can be enhanced. Further, when the command oil pressure pc is high (therefore, the engagement force or the clutch torque is large) and the rotational speed differences ΔNL and ΔNR are small, less oil is supplied because the set area Fa is smaller in proportion to the rotational speed differences ΔNL and ΔNR. Since the lubricating oil of a flow rate is supplied to the friction engagement portions 52 and 62, the supply of excessive lubricating oil can be prevented when the command hydraulic pressure pc at which the load of the hydraulic pump 73 is high is high, and thus the electric motor 72 is downsized. it can.

  The command oil pressure pc increases as the engagement force increases, and the oil supply flow rate increases as the product of the rotation speed differences ΔNL, ΔNR and the command oil pressure pc increases, so that the difference between the rotation speed differences ΔNL, ΔNR and the command oil pressure pc. Since the lubricating oil with a flow rate proportional to the product can be supplied to the friction engagement portions 52 and 62, even if the indicated hydraulic pressure pc is low, the rotational speed difference ΔNL, ΔNR increases and the calorific value increases. Since ΔNL and ΔNR are large, lubricating oil having a large oil supply flow rate can be supplied to the friction engagement portions 52 and 62, so that the cooling effect of the friction engagement portions 52 and 62 can be enhanced. Further, when the command hydraulic pressure pc is high and the rotational speed differences ΔNL and ΔNR are small, since the rotational speed differences ΔNL and ΔNR are small, a small amount of lubricating oil is supplied to the friction engagement portions 52 and 62. Since the excessive supply of lubricating oil can be prevented when the indicated hydraulic pressure pc at which the load on the pump 73 is high is high, the electric motor 72 can be downsized.

The hydraulic oil supply device K includes a pressure regulating valve 74 and hydraulic switching valves 75L and 75R that constitute a distribution member that divides discharged oil into hydraulic oil and lubricating oil supplied to the lubricating portion of the transmission mechanism, and includes a control device U. When the friction engagement portions 52 and 62 of the hydraulic clutches CL and CR are engaged, the hydraulic pump 73 is driven and the pressure regulating valve 74 and the hydraulic pressure switching are performed so that the discharged oil is divided into hydraulic oil and lubricating oil. When the valves 75L and 75R are controlled to disengage the friction engagement portions 52 and 62, the hydraulic pump 73 is intermittently driven so that the drive stop period S is formed, and the discharged oil is distributed as the lubricating oil. The pressure regulating valve 74 and the hydraulic pressure switching valves 75L and 75R are controlled so as to be supplied to the lubricating portion of the mechanism B.
With this structure, when the friction engagement portions 52 and 62 are engaged with each other by the pistons 53 and 63, the hydraulic pump 73 causes the friction engagement via the pressure regulating valve 74 and the hydraulic switching valves 75L and 75R, which are the distribution members. While supplying hydraulic oil to the pistons 53 and 63 with which the joint portions 52 and 62 are engaged, the lubricating oil is supplied to the lubricating portion of the distribution mechanism B including the hydraulic clutches CL and CR, while the friction engaging portions 52 and 62 are provided. When the disengaged state is established, the oil discharged from the hydraulic pump 73 that is intermittently driven is supplied to the lubricating portion as lubricating oil via the pressure regulating valve 74. As a result, the shortage of lubricating oil in the distribution mechanism B when the friction engagement portions 52 and 62 are in the disengaged state can be solved. In addition, since the hydraulic pump 73 is stopped during the drive stop period S, the hydraulic pump 73 is more electrically driven than when the hydraulic pump 73 is continuously driven even when the friction engagement portions 52 and 62 are in the disengaged state. Power consumption by the motor 72 can be reduced.

  Since the drive stop period S is shorter as the oil temperature T of the discharged oil is higher, the oil temperature T of the discharged oil is higher, so that the viscosity of the lubricating oil becomes smaller and the lubricating oil adhering to the lubricating portion is removed from the lubricating portion. Although it tends to flow out, the higher the oil temperature T, the shorter the drive stop period S, so that the frequency of supply of the lubricating oil to the lubrication part can be increased. The lubricity of the part can be improved.

  The disengagement oil supply flow rate Q, which is the oil supply flow rate of the lubricating oil when the hydraulic pump 73 is intermittently driven, increases as the oil temperature T of the discharged oil increases, and therefore the oil temperature T of the discharged oil increases. Although the viscosity decreases and the lubricating oil adhering to the lubricating part tends to flow out of the lubricating part, the higher the oil temperature T, the greater the lubricating oil supply flow rate to the lubricating part. Is suppressed, and the lubricity of the lubrication part can be improved.

  The lubrication part is the friction engagement parts 52 and 62 and the gear mechanism Gb as rotating parts that rotate at a higher rotational speed as the vehicle speed V is higher, and the drive stop period S is shorter as the vehicle speed V is higher. Although the lubricating oil adhering to the rotating part is likely to flow out of the lubricating part due to centrifugal force because V is high, the drive stop period S is shortened as the vehicle speed V is increased, so that the lubricating oil is supplied to the rotating part. Since the frequency can be increased, the occurrence of insufficient lubricating oil is suppressed, and the lubricity of the rotating part can be improved.

  The higher the vehicle speed V, the higher the oil flow rate Q at the time of disengagement. Since the vehicle speed V is high, the lubricating oil adhering to the rotating part tends to flow out of the rotating part by centrifugal force, but the vehicle speed V is high. As the oil supply flow rate of the lubricating oil to the rotating part increases, the occurrence of insufficient lubricating oil is suppressed, and the lubricity of the rotating part can be improved.

Hereinafter, an embodiment in which a part of the configuration of the above-described embodiment is changed will be described with respect to the changed configuration.
The drive source may be a drive motor other than the electric motor 72, for example, a hydraulic motor, or a prime mover such as a combustion engine. When the drive source is a combustion engine, the hydraulic pump 73 is intermittently driven when the friction engagement portions 52 and 62 are disengaged, thereby reducing the power loss of the combustion engine. Can be improved.
The power transmission device including the hydraulic clutch actuating device may be a power transmission device used in a vehicle other than the driving force distribution device A, and the power transmission device is mounted on a machine or device other than the vehicle, for example, It may be a working machine.
The hydraulic clutch C may include one hydraulic clutch having a structure for transmitting and interrupting torque.
The power unit P may be configured by an electric motor 72 or a hydraulic motor.
The pressure regulating valve may be provided in the hydraulic oil passage L10 instead of being provided in the lubricating oil passage L20, or may be provided in the lubricating oil passage L20 and the hydraulic oil passage L10.
The pressure regulating valve may be constituted by a valve other than the spool valve, for example, a needle valve.
The hydraulic circuit 70 does not include the first and second hydraulic pressure switching valves 75L and 75R, and the hydraulic oil regulated by the pressure regulating valve 74 may be guided to the oil chambers 55 and 65 without passing through the valve.
The state detection unit 80 may include a hydraulic pressure detection unit that detects the hydraulic pressure of the hydraulic oil, and the hydraulic pump 73 may be controlled so that the hydraulic pressure detected by the hydraulic pressure detection unit becomes the command hydraulic pressure pc.
The hydraulic pump 73 may be a variable displacement pump. In this case, the pump control means controls at least one of a variable member that changes the displacement of the hydraulic pump 73 and a drive source (for example, an electric motor). When either the constant displacement type or variable displacement type hydraulic pump 73 is used, in order to detect the discharge flow rate, a flow rate detection means is provided as a state detection means 80 in the discharge oil passage L2, and the flow rate is determined. The hydraulic pump 73 may be controlled so that the discharge flow rate detected by the detection means becomes the required discharge flow rate.
The torque actuated part may be a rotating member, and the second friction engagement element may be provided so as to be integrally rotatable by spline fitting to the torque actuated part. It may be a value other than 0 (zero). In this case, the control device U includes a rotation speed detection unit that detects the second rotation speed as one of the state detection units 80 in order to calculate the rotation speed differences ΔNL and ΔNR.
Each of the first and second friction engagement elements may be composed of one member.
The correction period Sb of the drive stop period S or the correction flow rate Qb of the disengagement oil supply flow rate Q may be calculated based on one of the vehicle speed V and the oil temperature T.

52, 62 Friction engagement part 53, 63 Piston (hydraulic response member)
72 Electric motor 73 Hydraulic pump 74 Pressure regulating valve (pressure regulating member)
75L, 75R Hydraulic switching valve 101 Pump control means A Driving force distribution device B Distribution mechanism H Hydraulic clutch actuators C, CL, CR Hydraulic clutch K Hydraulic oil supply device U Controllers ΔNL, ΔNR Rotational speed difference Fa Setting area pc Instruction hydraulic pressure

Claims (5)

A friction engagement portion including a first friction engagement element and a second friction engagement element that are engaged and disengaged; and a hydraulically responsive member that controls an engagement force applied to the friction engagement portion. A hydraulic clutch comprising:
A hydraulic pump and a control device including pump control means for controlling the hydraulic pump so as to control a discharge flow rate of the discharge oil discharged from the hydraulic pump, and a part of the discharge oil is used as hydraulic oil of the hydraulic responsive member. A hydraulic oil supply device,
In the hydraulic clutch actuator comprising:
The hydraulic fluid supply device includes a pressure regulating member that regulates the hydraulic fluid to an indicated hydraulic pressure set to control the engagement force.
The pressure adjusting member divides the discharged oil into the hydraulic oil and the lubricating oil supplied to the friction engagement portion, and is capable of changing a flow path area that defines an oil supply flow rate of the lubricating oil,
In the control device, when the friction engagement portion is in the engagement state, the flow path area is a difference between a rotation speed of the first friction engagement element and a rotation speed of the second friction engagement element. Controlling the pressure regulating member so as to be a setting area that is variably set based on the rotational speed difference;
The pump control means is configured such that when the friction engagement portion is in the engaged state, the hydraulic oil is regulated to the command hydraulic pressure by the pressure regulating member having the flow passage area as the set area. A hydraulic clutch actuator characterized by controlling a hydraulic pump. The control device calculates a required discharge flow rate at which the hydraulic oil is regulated to the command hydraulic pressure by the pressure regulating member having the flow path area as the set area based on the rotational speed difference and the command hydraulic pressure. And
2. The hydraulic clutch operation according to claim 1, wherein the pump control means controls the hydraulic pump so that a discharge flow rate becomes the required discharge flow rate when the friction engagement portion is in the engaged state. apparatus. The hydraulic oil supply device includes an electric motor that drives the hydraulic pump,
3. The hydraulic clutch actuator according to claim 1, wherein the pump control means controls the electric motor to control the hydraulic pump. The command hydraulic pressure increases as the engagement force increases.
The hydraulic clutch operating device according to any one of claims 1 to 3, wherein the set area increases as the rotational speed difference increases. The command hydraulic pressure increases as the engagement force increases.
4. The hydraulic clutch operating device according to claim 1, wherein the oil supply flow rate increases as a product of the rotational speed difference and the command hydraulic pressure increases. 5.

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