JP2991009B2 - Right and left driving force distribution adjustment device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art In recent years, four-wheel drive vehicles (hereinafter, referred to as four-wheel drive vehicles) have been actively developed, but the torque distribution (driving force distribution) between front and rear wheels can be positively adjusted. Various types of full-time four-wheel drive vehicles have been developed. On the other hand, in an automobile, the torque distribution mechanism transmitted to the left and right wheels can be broadly regarded as a conventional normal differential device or an LSD including an electronic control type.
(Limited slip differentials) are conceivable, but they do not positively adjust the torque distribution and cannot freely distribute the torque of the left and right wheels.

[0003]

By the way, along with the torque distribution adjusting device between the front and rear wheels, development of a device capable of adjusting the torque distribution between the left and right wheels is also expected. In this case, not only between the left and right drive wheels in the four-wheel drive vehicle, but also the torque distribution adjustment between the left and right drive wheels in the two-wheel drive vehicle is targeted.

[0004] Furthermore, when the torque distribution is broadly considered to include not only the distribution of the output torque of the engine but also the transmission state of the torque generated by the transfer of power between the left and right rotating shafts, the left and right sides of the two-wheel drive vehicle can be considered. It is also conceivable to perform torque distribution adjustment between driven wheels (wheels that are not driving wheels). In other words, none of the left and right driven wheels receives driving force from the engine, but if a state where power is transmitted from one of these driven wheels to the other driven wheel can be realized, one driven wheel side A braking force is generated, but a driving force is generated on the other driven wheel. Therefore, it is possible to adjust the torque distribution (including the negative driving force, that is, the braking force) even between the left and right driven wheels.

When the right and left driving force distribution adjusting device is used on the driving wheel side, a driving force input section for inputting a rotational driving force from an engine and a differential for absorbing a rotational difference between the left and right wheels are provided. A mechanism is required. However, in the above-described left and right driving force distribution adjusting device on the driven wheel side, since the driving force input unit and the differential mechanism are not required, the structure of the left and right driving force distribution adjusting device on the driving wheel side is significantly different. Becomes

For this reason, the left and right driving force distribution adjusting device on the driven wheel side and the left and right driving force distribution adjusting device on the driving wheel side require dedicated components, and many components cannot be shared. Thus, there is a problem that the manufacturing cost of the driving force distribution adjusting device between the left and right wheels increases. The present invention has been made in view of such a problem, and provides a vehicular left / right driving force distribution adjusting device capable of sharing many parts even with vehicles of different driving systems. The purpose is to:

[0007]

[SUMMARY OF To this end, the left and right driving force distribution control apparatus for vehicles of the present invention according to claim 1, the engine
Input part, left wheel side rotation shaft, right wheel side
The rotation shaft and the power of the input unit are transferred to the left wheel rotation shaft and
A differential mechanism that distributes the rotation to the right wheel side rotation shaft and the left wheel side rotation
Change the rotation speed of either the shaft or the right wheel side rotation shaft.
Either the left wheel side rotation shaft or the right wheel side rotation shaft
Or a power transmission means for selectively transmitting the power to the other.
In the dual-purpose driving force distribution adjusting device,
Each of the above power transmission means as an assembly unit
Structured and both assembly units can be separated
It is characterized by having been constituted.

According to a second aspect of the present invention, there is provided a vehicle left-right driving force distribution adjusting device according to the first aspect.
Thus, the differential mechanism and the power transmission means are connected via a partition.
It is characterized by being installed.

According to a third aspect of the present invention, there is provided a left-right driving force distribution adjusting device for a vehicle according to the first aspect.
The power transmission means has a fluid clutch,
Either one of the wheel side rotation shaft and the right wheel side rotation shaft
After the speed is changed, the left wheel side rotation shaft and the right wheel side
Engagement of the fluid pressure clutch with one of the other
It is characterized by transmission according to the force.

[0010]

[0011]

[0012]

[Action] In the left and right driving force distribution control apparatus for vehicles of the present invention of the above claim 1, wherein, when the dynamic force from the engine is inputted to the input unit, the dynamic force of this, the rotation of the left and right by the differential mechanism The differential between the shafts is transmitted from the input unit to the left and right rotating shafts while allowing the differential between the shafts. At this time, the transmission state of the driving force to the left and right wheels is adjusted by the power transmission unit .

That is, the left-wheel rotation shaft and the right-wheel rotation
The rotation speed of either one of the rotating shaft and the
Select either the wheel side rotation axis or the right wheel side rotation axis
Is communicated

In this way, the torque transfer between the left and right wheels adjusts the distribution of the driving force to the left and right wheels. The power transmitting assembly unit of the above differential mechanism
When separated from the means assembly unit, this power
Transmitting means it is made available as a driving force distribution device between the right and left wheels driven wheel that does not enter the engine or Rado force.

[0015] Then, through power transmission means <br/> as in the above, the transmission state of the dynamic forces between the left and right wheels of the driven wheel is adjusted <br/>.

[0016]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a vehicle driving force distribution adjusting device according to an embodiment of the present invention.
1 and 2 are substantially horizontal cross-sectional views specifically showing the configuration. FIG. 1 is a configuration diagram when the present device is used on a driving wheel side, and FIG. 2 is used when the present device is used on a driven wheel side. FIG. 3 is a schematic configuration diagram of the case, and FIG. 4 is a substantially vertical sectional view showing the arrangement of the acceleration / deceleration mechanism.

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

When used on the rear wheel side of a front-wheel drive vehicle, a state in which power is transmitted from one of the driven wheels to the other driven wheel is realized, and the left and right driven wheels are The driving force can be distributed. First, a description will be given of a case in which the present invention is applied to a four-wheel drive vehicle. As shown in FIGS. And a left-wheel output shaft (left-wheel rotation shaft) 2 and a right-wheel output shaft (right-wheel rotation shaft) 3 that output the driving force input from the input shaft 1B. The left end of the side output shaft 2 is connected to the drive system of the left wheel, and the right end of the right output shaft 3 is connected to the drive system of the right wheel.

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

In this embodiment, the electronically controlled hydraulic multi-plate clutch mechanisms 7 and 8 are provided as the variable transmission capacity control torque transmission mechanism. It is sufficient if the torque transmission mechanism can variably control the torque capacity. In addition to the mechanism of this example, other multi-plate clutch mechanisms such as an electromagnetic multi-plate clutch mechanism, and in addition to these multi-plate clutch mechanisms, a hydraulic type Or an electromagnetic friction clutch or a hydraulic or electromagnetic controllable V
CU (Viscous Coupling Unit), HCU (Hydraulic Coupling Unit = Differential Pump Type Hydraulic Coupling) that can be controlled hydraulically or electromagnetically, and other such as magnetohydrodynamic or electromagnetic powder type clutch Can also be used.

In the case of a friction clutch, it is conceivable that the engagement force is adjusted by hydraulic pressure or the like in the same manner as the multi-plate clutch mechanism. It is conceivable to install it in the direction of torque transmission). Also, this VCU and HCU
Although a conventional type having a fixed power transmission characteristic is conceivable, a type in which the power transmission characteristic can be adjusted is suitable. The adjustment of the engagement force and the adjustment of the power transmission characteristics may be performed by using another drive system such as an electromagnetic force in addition to the hydraulic pressure.

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

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

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

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

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

The intermediate shafts 13, 14, 15
Are respectively supported by a compound planetary gear mechanism described later. In addition, between the intermediate shaft 13 and the partition wall 16, and
An oil seal 10D is interposed between the intermediate shaft 13 and the right wheel side output shaft 3 to partition the rear differential 4 side and the acceleration / deceleration mechanism 6 and the couplings 7, 8 into a liquid-tight state. ing.

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

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

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

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

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

Accordingly, when the coupling 7 is engaged under the control of the controller, during normal running without a sharp turn, the intermediate shaft 14 that rotates at a high speed and the right-wheel output shaft 3 rotate.
From the left output shaft 2 to the right output shaft 3
The driving force moves to, and the driving force of the right wheel becomes larger than that of the left wheel. Conversely, when the coupling 8 is engaged under the control of the controller, during normal running without a sharp turn, from the right-wheel output shaft 3 to the intermediate shaft 15 that rotates at low speed, that is, the right-wheel output shaft 3 The driving force moves from the side to the left-wheel output shaft 2, and the driving force of the left wheel becomes larger than that of the right wheel.

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

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

For example, when the present apparatus is used on a driven wheel (rear wheel) side of a front-wheel drive vehicle, after removing the input unit 1 and the differential mechanism 4, as shown in FIG. The right and left driving force distribution adjusting device for the driven wheels is changed to the left and right driving force distribution adjusting device for the driven wheels only by mounting the casing 16A instead of the partition wall 16 between the driving force transmission control mechanism 24 and the driving force transmission control mechanism 5. You can do it.

When this device is used on the driven wheel side, the overall width of the device is reduced by the absence of the differential mechanism 4, so that the output shafts 2 and 3 are naturally changed to take this into account. It is supposed to be. Therefore, the driving force transmission control mechanism 5 can be used as a unit common to both the left and right driving force distribution adjusting devices for the driving wheels and the driven wheels, and by adding the input unit 1 and the differential mechanism 4 to this, Thus, a left and right driving force distribution adjusting device for driving wheels is configured.

The vehicle left / right driving force distribution adjusting device according to one embodiment of the present invention is configured as described above.
By appropriately operating the couplings 7 and 8 under the control of the controller, the driving force movement of the left and right wheels is adjusted, and for example, the driving force of the left and right wheels (not limited to the driving force input from the engine) is made uneven. As a result, a turning moment can be generated to improve the turning performance of the vehicle, or conversely, control can be performed so that the driving forces of the left and right wheels are balanced to improve the straight running performance of the vehicle.

In addition, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution by using the energy loss of the brake or the like, thereby causing a large torque loss and a large energy loss. Without this, a desired torque distribution can be obtained. In this device, the couplings 7, 8 are connected to the intermediate shafts 13 to
15 between the left wheel rotation shaft 2 and the right wheel rotation shaft 3
And the torque difference between the left and right wheels is twice as large as the coupling capacity.
Since the, only requires less coupling capacitance, it can be made compact apparatus.

In this apparatus, the input unit 1 and the differential mechanism 4
And the driving force transmission control mechanism 5 are standardized as assembly units 21, 24, 25, respectively, so that many parts can be shared even in vehicles of different driving systems, and the number of parts can be increased. Can be prevented.
In other words, the driving force transmission control mechanism 5 of the present apparatus can be used as a left and right driving force distribution adjusting device on the driven wheel side only with the assembly unit 25, and the assembly unit 21 of the input unit 1 and the differential mechanism 4 , 24 can be configured as a left and right driving force distribution adjusting device for driving wheels.

Thus, the manufacturing cost of the device can be reduced. Further, since the switch for changing the control direction is omitted, and the drive torque is directly transmitted from the acceleration / deceleration mechanism 6 to any of the couplings 7, 8, control responsiveness is greatly improved. Further, since the rear differential 4 is constituted by a planetary gear type differential of a double pinion type, and provided with a speed increasing / decreasing mechanism 6 in which a speed increasing mechanism 6A and a speed reducing mechanism 6B are integrated, all the mechanisms are installed on the same axis. In addition, since the gears using different oils can be separated from the multi-plate clutch portion, the apparatus can be downsized and the oil management can be easily performed.

Further, as the acceleration / deceleration mechanism 6, a planetary
Because it uses three balanced arrangement composite planetary gear mechanism pinion gears on a medium between shaft 13, 14 and 15 (Sun
Gear) cancels the reaction force and supports the intermediate shaft
No need for bearings, further downsizing of mechanism
Can be On the other hand, parallel 2 using the counter shaft
By way of the shaft, Ri bearings need der with enough rigidity to both the main shaft and the counter shaft, that constitutes a compact
Have difficulty.

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

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

[0045]

As described in detail above, according to the vehicle left / right driving force distribution adjusting device of the first aspect, the engine
Input part to which the power of the motor is transmitted, the left-wheel rotating shaft, and the right wheel
Side rotation shaft, the power of the input unit is transmitted to the left wheel side rotation shaft and
A differential mechanism that distributes the rotation to the right wheel side rotation shaft;
The rotation speed of either the rotation shaft or the right-wheel rotation shaft
Shift the gears between the left wheel side rotation shaft and the right wheel side rotation shaft.
Power transmission means for selectively transmitting the power to the other
In the left / right driving force distribution adjusting device for a vehicle, the differential mechanism
And the power transmission means are each an assembly unit.
, And both assembly units can be separated
By adjusting the torque distribution by transferring the required amount of one torque to the other, instead of adjusting the torque distribution by using the energy loss of the brake, large torque loss and energy loss A desired torque distribution can be obtained without inviting.

[0046] Further, since the differential mechanism and the power transmission means it is standardized as each assembly unit,
Many parts can be shared even in vehicles of different drive systems, and an increase in the number of parts can be prevented. This reduces the manufacturing cost of the device.
Can be.

[0047]

According to the second aspect of the present invention, the differential mechanism and the motive power are adjusted.
The transmission means is installed via a partition.
For example, since the gears using different oils can be reliably separated from the multi-plate clutch portion, the apparatus can be downsized and the oil management can be easily performed.

According to the third aspect of the present invention, the power transmission means includes:
Body clutch, the left wheel side rotation shaft and the right wheel side rotation
The speed of one of the shafts
On the other of the left wheel rotation shaft and the right wheel rotation shaft,
The transmission is performed in accordance with the engagement force of the fluid pressure clutch.
Large torque loss and energy loss
The desired torque distribution is easy and reliable without inducing
You can really get it.

[Brief description of the drawings]

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

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

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

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

[Explanation of symbols]

Reference Signs List 1 input unit 1A pinion 1B input shaft 2 left wheel output shaft (left wheel rotation shaft) 3 right wheel output shaft (right wheel rotation shaft) 4 planetary gear type rear differential as differential mechanism (differential) 4A ring gear 4B planetary carrier 4C Planetary Pinion 4E Planetary Shaft 4D Sun Gear 5 Driving Force Transmission Control Mechanism 6 Acceleration / Deceleration Mechanism Consisting of Compound Planetary Gear Mechanism 6A Acceleration Mechanism 6B Reduction Gear 6C Fixed Planetary Shaft 6D Combined Planetary Pinion 7 First Transmission Torque Capacity Variable Type Electronically controlled hydraulic multi-plate clutch mechanism as a coupling 8 Electronically controlled hydraulic multi-plate clutch mechanism as a second variable transmission torque capacity type coupling 7A, 7B, 8A, 8B Clutch plates 7C, 8C Hydraulic pistons 7D, 8D Hydraulic supply / discharge system 7E, 8E Return spring 9 Fcarrier 10 Bearing 10B Needle bearing 10C Roller bearing 10D Oil seal 11 Differential case 12 Crown gear 13 Third intermediate shaft 14 First intermediate shaft 15 Second intermediate shaft 13A, 14A, 15A Gear 16, 17 Partition wall 16A Casing 18A, 18B, 18C Gear 21 Input unit assembly unit 24 Differential mechanism assembly unit 25 Driving force transmission control mechanism assembly unit 20 Volt

Claims (3)

(57) [Claims] 1. An input section to which engine power is transmitted, left
Wheel-side rotating shaft, and a right-wheel-side rotating shaft, the left wheel-side rotating shaft power of the input portion and the right-wheel-side rotating
A differential mechanism for distributing to the turning shaft, and one of the left wheel rotating shaft and the right wheel rotating shaft
The rotation speed of the left wheel side rotation shaft and the right wheel side rotation
Power transmission means for selectively transmitting to the other of the turning shaft
When, in the right and left driving force distribution control apparatus for vehicles equipped with, the differential mechanism and the power transmission means and are each assembly
Unit, and both assembly units
A right and left driving force distribution adjusting device for a vehicle, wherein the driving force distribution adjusting device is configured to be detachable . 2. The apparatus according to claim 1, wherein the differential mechanism and the power transmission means are separated from each other.
2. The device according to claim 1, wherein the device is installed via a wall.
The right and left driving force distribution adjusting device for a vehicle according to the above . 3. The power transmission means includes a fluid clutch.
One of the left wheel side rotation shaft and the right wheel side rotation shaft
The rotation speed of the left wheel side rotation shaft and the above
The fluid pressure clutch is mounted on one of the right wheel side rotating shaft and the other
The power is transmitted in accordance with the engagement force of the motor.
The right and left driving force distribution adjusting device for a vehicle according to the above .