JP4831673B2 - Driving force distribution control device - Google Patents

Description

The present invention relates to a driving force distribution control device that dynamically changes driving force transmitted to left and right wheels or front and rear wheels during cornering to improve turning stability, and in particular, by using two planetary gear sets. The present invention relates to a driving force distribution control device that is reduced in size and weight.

  Conventionally, a vehicle driving force distribution control device is used to improve the turning performance by applying driving force to the outer wheel when it is against the corner, and to reduce understeer by transferring the driving force to the outer wheel even during the second half acceleration of the corner. Things are known.

  FIG. 20A shows a conventional driving force distribution control device, and FIG. 20B shows the turning moment of the vehicle. In FIG. 20A, the driving force device 200 includes hydraulic clutches 202 and 204, and when turning right, the hydraulic clutch 202 is driven by applying the hydraulic pressure P1, and the gears 206, 212, 216, and 210 are driven to the right rear. The wheel 220 is decelerated, so that the left rear wheel 218 is relatively accelerated, and a clockwise moment 222 is generated in the vehicle as shown in FIG.

FIG. 21A shows a left turn, in which case the hydraulic clutch 204 is driven by applying the hydraulic pressure P2, and the drive rotation of the right rear wheel 220 is increased by the gears 206, 212, 214, 208, As shown in FIG. 21B, a counterclockwise moment 224 is generated in the vehicle.
JP-A-5-345535 Japanese Utility Model Publication No. 6-881 JP 2002-114049 A

  However, in such a conventional driving force distribution control device, two sets of switching mechanisms using a transmission gear mechanism and a hydraulic clutch are required in addition to the existing differential gear set, which increases in size and weight. There is a problem that it becomes heavy and the cost increases, and there is a problem that it is adopted only for some high-end models.

  In addition, a hydraulic clutch capable of obtaining a large clutch force is required to switch the driving force during traveling. Therefore, a hydraulic power source and an oil pump, a motor, or an electromagnetic coil for fastening the clutch are necessary. At the same time, there is a problem that friction and power consumption are large.

  Furthermore, as a driving force device, it is necessary to control the driving force of the front and rear wheels in the case of a four-wheel drive vehicle as well as the left and right rear wheels. There is also a problem that the structure is not compatible with wheel driving force control.

An object of the present invention is to provide a driving force distribution control device that is small in size and light in weight, does not require an external hydraulic power source, and can be applied to driving force control of left and right rear wheels and front and rear wheels.

The present invention provides a driving force distribution control apparatus. Driving force distribution control apparatus of the present invention,
A first planetary gear set that includes a sun gear, a plurality of planetary gears, and a ring gear that forms an internal gear and an external gear, and that inputs power rotation to the sun gear and outputs power rotation from a carrier case of the planetary gear; ,
A second gear for inputting the same power rotation as the first planetary gear set to the sun gear and outputting the power rotation from the carrier case of the planetary gear. Planetary gear set,
A reaction force transmission mechanism that is provided between the ring gear of the first planetary gear set and the ring gear of the second planetary gear set, and reverses the force applied to one ring gear and applies it to the other ring gear;
The discharge line of the first oil pump is provided in a communication path that communicates with the drain side, and the flow area is continuously varied to generate hydraulic pressure on the oil pump side. The generated hydraulic pressure causes the ring gear of the first planetary gear set to The second planetary gear set is rotated in the direction of increasing the output rotation due to the difference between the second planetary gear set applied via the reaction force transmission mechanism while reducing the received load, and simultaneously the ring of the second planetary gear set. A first valve mechanism that rotates in a direction to decelerate the output rotation of the gear;
A second oil pump configured at a plurality of locations by the sun gear and the planetary gear or the planetary gear and the ring gear of the second planetary gear set;
The discharge line of the second oil pump is provided in a communication passage that communicates with the drain side, and the flow area is continuously varied to generate hydraulic pressure on the oil pump side. The generated hydraulic pressure causes the ring gear of the second planetary gear set to The first planetary gear set is rotated in the direction of increasing the output rotation due to the difference between the ring load of the first planetary gear set and the first planetary gear set applied through the reaction force transmission mechanism while reducing the force received, and simultaneously the ring of the first planetary gear set A second valve mechanism that rotates in a direction to decelerate the output rotation of the gear;
It is provided with.

  Here, the first and second valve mechanisms are provided in a communication path communicating with the drain side after the discharge lines of the first and second oil pumps are assembled. Moreover, you may make it provide a 1st and 2nd valve mechanism in each of the communicating path connected to the drain side from each discharge line of a 1st and 2nd oil pump.

  One of the power outputs of the first planetary gear set and the second planetary gear set is transmitted to the left rear wheel and the other is transmitted to the right rear wheel for driving. The reaction force transmission mechanism in this case is a counter gear mechanism that reverses the rotation of the ring gear of the first planetary gear set and transmits it to the ring gear of the second planetary gear set.

  Further, one of the power outputs of the first planetary gear set and the second planetary gear set is transmitted to the front wheel and the other is transmitted to the rear wheel for driving. In this case, the reaction force transmission mechanism directly meshes the external teeth of the ring gear in the first planetary gear set with the external teeth of the ring gear in the second planetary gear set.

  In the first valve mechanism and the second valve mechanism, when one of the flow passage areas is varied to generate hydraulic pressure on the oil pump side, the other flow passage area has a maximum flow passage area and no hydraulic pressure is generated. To do.

The oil passage of the oil pump and the first and second valve mechanisms are provided in the carrier cases of the first and second planetary gear sets.

  According to the present invention, for example, when the first valve mechanism of the first planetary gear set is operated to generate hydraulic pressure, the ring gear rotates to increase the output rotation, and the reaction force is transmitted accordingly. The ring gear of the second planetary gear set rotates in the opposite direction, and the output rotation can be decelerated at the same ratio with respect to the speed increasing side. The power distribution control of the left and right wheels can be easily performed as a set, and the size and weight can be reduced and the cost can be reduced.

  In addition, since the switching of the driving force distribution is a valve mechanism that changes the flow path area, for example, it is only necessary to move the spool valve, and the driving force for that purpose is as small as the friction of the spool valve and drives the valve mechanism. The power consumption for this is very small.

Furthermore, the driving force distribution control device for the front and rear wheels can be easily dealt with by simply changing the arrangement direction using the two planetary gear sets as they are.

  FIG. 1 is an explanatory view of an embodiment of a driving force distribution control device according to the present invention, which is applied to a rear wheel of an FR type vehicle. In FIG. 1, the driving force distribution control device 10 of the present embodiment is provided on the right rear wheel 26R and left rear wheel 26L side, and includes a first planetary gear set 12, a second planetary gear set 14, and a reaction force transmission mechanism 15. Is done.

  The first planetary gear set 12 includes a sun gear 18, planetary gears 20-1 and 20-3, and a ring gear 22. The drive shaft 25 is connected to the sun gear 18 to input power rotation, and power rotation from the carrier case 24 is performed. The output is transmitted to the left rear wheel 26L.

  The second planetary gear set 14 includes a sun gear 28, planetary gears 30-1 and 30-3, and a ring gear 32. Similarly, the drive shaft 25 is connected to the sun gear 28 to input power rotation and output from the carrier case 34. The shaft is connected to the right rear wheel 26R to transmit the driving force.

  The ring gears 22 and 32 provided in the first planetary gear set 12 and the second planetary gear set 14 have internal teeth that mesh with the planetary gears 20-1, 20-3 and 30-1, 30-3, and external teeth. It has. The external teeth of the ring gears 22 and 32 are connected via the reaction force transmission mechanism 15 so that the reaction force applied to one of the ring gears 22 and 32 is reversed and applied to the other.

  In the present embodiment as such a reaction force transmission mechanism 15, the gear 36 is engaged with the outer teeth of the ring gear 22 of the first planetary gear set 12, the counter gear 38 is engaged with the gear 36, and the counter gear 38 is engaged. The gear 40 connected coaxially to the ring gear 32 of the second planetary gear set 14 is connected.

  FIG. 2 shows details of a gear train for connecting the ring gears 22 and 32 by the gear 36, the counter gear 38 and the gear 40 provided in the reaction force transmission mechanism 15 of FIG.

  Referring again to FIG. 1, a gear 44 is connected to the drive shaft 25 that inputs power rotation to the first planetary gear set 12 and the second planetary gear set 14, and the gear 42 is meshed with the gear 44, Power rotation from the engine 45 is transmitted to the gear 42 by a drive shaft 48 via a transmission 46.

  Although FIG. 1 shows the FR method as an example, the same applies to a four-wheel drive method in which the power output of the transmission 46 is transmitted to the right front wheel 50R and the left front wheel 50L via the center differential.

  FIG. 3 is an explanatory view showing the internal structure of the two planetary gear sets in the present embodiment in a state where the ring gear is connected by the reaction force transmission mechanism 15.

  In FIG. 3, the first planetary gear set 12 rotatably supports four planetary gears 20-1 to 20-4 in a sun gear 18 for inputting power rotation, and in this embodiment to a carrier case 24. The ring gear 22 is meshed with the inner teeth 22-1 outside the gears 20-1 to 20-4.

  Such a structure is the same in the second planetary gear set 14, and the sun gear 28, the four planetary gears 30-1 to 30-4 provided in the carrier case 34, and the internal teeth 32-1 and the external teeth 32-2. It is comprised with the ring gear 32 provided with.

  Between the external teeth 22-2 of the ring gear 22 of the first planetary gear set 12 and the external teeth 32-2 of the ring gear 32 of the second planetary gear set 14, a simplified pressure transmission mechanism 15 is disposed. The pressure transmission mechanism 15 reverses the reaction force applied to one ring gear between the ring gears 22 and 32 around the fulcrum 16 and applies it to the other ring gear.

  FIG. 4 shows an enlarged view of the first planetary gear set 12 in the present embodiment. In the first planetary gear set 12, oil pumps are formed at four locations by the sun gear 18 and the four planetary gears 20-1 to 20-4 meshing with the sun gear 18.

  FIG. 5 is an explanatory diagram of the oil pump in the first planetary gear set 12. In FIG. 5, between the sun gear 18 and the planetary gears 20-1 to 20-4, oil pumps 52-1 to 52-4 are formed at four locations as shown in black.

  The oil pumps 52-1 to 52-4 are provided in the carrier case 24 in accordance with the counterclockwise rotation of the planetary gears 20-1 to 20-4 when the sun gear 18 is rotated clockwise with the ring gear 22 fixed. By rotating clockwise, the oil pump functions while rotating.

  The oil pumps 52-1 to 52-4 have discharge oil passages 54-1 to 54-4 formed in the carrier case 24, respectively, and the discharge oil passages 54-1 to 54-4 are further connected to a collecting oil passage 56-1. To 56-4 and finally collected in a spool oil passage 58 directly connected to the discharge oil passage 54-2 of the planetary gear 20-2, and freely slides in the axial direction at the end of the spool oil passage 58. In addition, a spool valve (first valve mechanism) 60 is incorporated.

6 is a cross-sectional view taken along line AA of FIG. In FIG. 6, the input shaft 62 is formed integrally with the sun gear 18. Inside the output side of the sun gear 18, it is incorporated into the rotatable by the output shaft part 64 Gabe bearings 65. A carrier case cover 24-1 is integrally formed on the output shaft portion 64, and is fixed by sandwiching the carrier case 24 shown in the internal structure of FIG. 4 between the carrier case cover 24-2 disposed on the opposite side. is doing.

  Planetary shafts 66-1 and 66-3 are fixed to the carrier case covers 24-1 and 24-2 by nuts 67-1 and 67-3 so that the planetary gears 20-1 and 20-3 are engaged with the sun gear 18. It is supported so that it can rotate freely.

  A ring gear 22 is disposed outside the planetary gears 20-1 and 20-3 and meshes with its internal teeth 22-1. The carrier case cover 24-2 is rotatably supported by a bearing 68, and the output shaft portion 64 is rotatably supported by a bearing 70.

  FIG. 7 is a cross-sectional view taken along the line B-B in FIG. 4 and shows an assembly structure of the spool valve 60 and its operating mechanism. In FIG. 6, the carrier case 24 is sandwiched and fixed between the carrier case cover 24-1 formed integrally with the output shaft portion 64 and the carrier case cover 24-2 on the opposite side. A spool hole is formed on the lower side in the axial direction, and a spool valve 60 is slidably incorporated therein. A spool oil passage 58 opens from the direction orthogonal to the spool valve 60.

  A ring-shaped drive plate 72 is disposed on the right side of the spool valve 60, and the drive plate 72 is fixed to the right side of the guide rod 76 with the nut 78-1 on the upper side and the nut 78 on the right side of the spool valve 60 with the lower side. -3.

  A spool operating fork 74 is provided on the drive plate 72 as shown above, and the outer periphery of the drive plate 72 is fitted into the fitting groove to allow the drive plate 72 to move with the rotation of the carrier case 24. ing.

  The spool operating fork 74 is connected to a shift rod (not shown) and is driven in the axial direction by an appropriate actuator such as a motor so that the opening area of the spool passage 58 by the spool valve 60 can be varied.

FIG. 8 is an explanatory diagram of the valve mechanism of the present embodiment, and shows the first valve mechanism by the spool valve 60 shown in FIG. FIG. 8A shows an unloaded state of the oil pump. At this time, the spool valve 60 is retracted from the spool oil passage 58 to the fully open position where the flow passage area is maximized. Is discharged to the drain oil passage 80 as it is, and no pressure is generated in the pump chambers of the four oil pumps 52-1 to 5 2-4 shown in FIG.

  FIG. 8B shows a state in which the spool valve 60 is actuated to reduce the flow passage area A of the spool oil passage 58, and the spool oil on the oil pump side is generated by the generation of flow resistance caused by the reduction of the flow passage area A. A hydraulic pressure ΔP is generated in the path 58.

  FIG. 8C shows a case where the spool valve 60 is further operated to close the spool oil passage 58. In this case, the discharge oil passage from the oil pump is completely shut off, and therefore the sun gear 18 and the planetary gear in FIG. The gears 20-1 to 20-4 are locked.

  FIG. 9 is an explanatory view of the first planetary gear set 12 in this embodiment as viewed from the output shaft side. That is, it is explanatory drawing seen from the right side of FIG. In FIG. 9, on the outer peripheral side of the carrier case cover 24-1, drive plates 72 that are hollowed out except for the portions of the nuts 67-1 to 67-4 that fix the planetary shaft are nuts 78-1 to 78-. 4 is fixed.

  A spool operating fork 74 that fits the fork groove over the upper half of the drive plate 72 is arranged so that the spool valve 60 fixed with a nut 78-3 on the lower right side of the drive plate 72 can be moved in the axial direction. Yes.

  The structure of the first planetary gear set 12 is exactly the same for the second planetary gear set 14.

  Next, the operation of the driving force distribution control device in this embodiment will be described. In the present embodiment, when one of the first planetary gear set 12 and the second planetary gear set 14 is accelerated, the other is operated so as to be decelerated at the same ratio.

  For example, when the speed of the first planetary gear set 12 is increased, the second planetary gear set 14 is decelerated at the same ratio. In order to increase the speed of the first planetary gear set 12, as shown in FIG. 8B, the spool valve 60 is operated, the opening area A due to the orifice action is reduced, and the spool oil passage 58 on the oil pump side is formed. The hydraulic pressure ΔP is generated.

  Here, the pressure ΔP generated on the oil pump side is given by the following equation.

但し、Ｖ_th：オイルポンプの理論吐出量［ｃｍ³／ｒｅｖ］
Ｎ：回転数［ｒｅｖ／ｓｅｃ］
γ：オイル比重量
ｇ：重力加速度

However, V _th : theoretical discharge amount of oil pump [cm ³ / rev]
N: Number of revolutions [rev / sec]
γ: Oil specific weight g: Gravity acceleration

  For this reason, the opening area A by the orifice changes according to the movement amount of the spool valve 60, and the pressure ΔP generated on the oil pump side increases or decreases accordingly.

  FIG. 10 is an explanatory diagram of the force acting on the ring gear when the spool valve 60 is operated to generate pressure on the oil pump side as shown in FIG. 8B. In FIG. 10, when the pressure ΔP is generated by the operation of the spool valve 60 in the portion that becomes the pump chamber of the oil pump 52-1, the input torque ΔT is generated in the sun gear 18. This input torque ΔT is given by the following equation.

但し、η_mp：ホンプ効率
このサンギア１８に発生する入力トルクΔＴにより、リングギア２２に作用する力Ｆ_OPは次のようになる。

However, η _mp : Pump efficiency The force F _OP acting on the ring gear 22 by the input torque ΔT generated in the sun gear 18 is as follows.

即ち図１０のように、サンギア１８の入力回転ω_inに伴うキャリアケース２４の同方向の回転及びプラネタリギア２０−１の反対方向の回転により、オイルポンプ５２−１から吐出した油がスプール弁による絞りで圧力を発生し、前記（４）式の力をプラネタリギア２０−１とサンギア１８のギア接触点８４に生ずる。この力Ｆ_OPは、そのままプラネタリギア２０−１とリングギア２２における内歯２２−１の接触点８６に方向が反転して作用する。

That is, as shown in FIG. 10, the oil discharged from the oil pump 52-1 is caused by the spool valve by the rotation of the carrier case 24 in the same direction accompanying the input rotation ω _in of the sun gear 18 and the rotation of the planetary gear 20-1 in the opposite direction. Pressure is generated by the throttle, and the force of the above formula (4) is generated at the gear contact point 84 between the planetary gear 20-1 and the sun gear 18. This force F _OP acts on the contact point 86 of the internal gear 22-1 in the planetary gear 20-1 and the ring gear 22 with its direction reversed.

Here, the planetary gear 20 is originally subjected to a receiving load P due to the driving force, and the force FOP generated by the pressure ΔP of the oil pump 52-1 acts in a direction to reduce the receiving force load P.

  FIG. 11 is an outline of a connection state of the ring gear 22 of the first planetary gear set and the ring gear 32 of the second planetary gear set via the reaction force reversing mechanism 15. In FIG. 11, the force receiving load P <b> 1 acts on the ring gear 22, and the force receiving load P <b> 2 acts on the ring gear 32 in the opposite direction.

In the first and second planetary gear sets, there the spool valve in unloaded condition of the oil pump fully opened as shown in FIG. 8 (A) the force receiving loads P1, P2 of the ring gear 22, 32 is balanced Thus, P1 = P2.

Figure 12 is an operation explanatory diagram of the first planetary gearset 12 and second planetary gearset 14 when the force receiving loads P1, P2 is balanced P1 = P2 of the ring gear 22, 32. First, in the first planetary gear set 12 of FIG. 12A, the input rotation is ωin1, the output rotation is ωout1, the fraction of the sun gear 18 is ZA1, the fraction of the planetary gear 20 is ZB1, and the fraction of the ring gear 22 is ZC1. Then, the relationship between input and output rotation is given by the following equation.

ここでｉ₀₁は

Where i ₀₁ is

である。また歯数比ｉ₀₁は実現可能な構造設計の検知から

It is. The tooth ratio i ₀₁ is based on the detection of feasible structural design.

の範囲にある。

It is in the range.

  On the other hand, in the second planetary gear set 14 of FIG.

で与えられ、歯数比ｉ₀₂は

The tooth ratio i ₀₂ is given by

であり、また歯数比ｉ₀₂は

And the tooth ratio i ₀₂ is

の範囲にある。

It is in the range.

Next, as shown in FIG. 8B, when the spool valve 60 of the first planetary gear set 12 is actuated to reduce the flow passage area 8 and generate the pressure ΔP on the oil pump side, the ring gear 22 as shown in FIG. The force Fop acts in the direction of decreasing the force receiving load P. In FIG. 11, the force receiving load P1 of the ring gear 22 decreases, and the balance with the force receiving load P2 of the ring gear 32 is lost. When the force receiving load P1 of the ring gear 22 decreases, the ring gear 22 starts to rotate in the direction of increasing the output rotation due to the difference from the force receiving load P2 of the ring gear 32 applied via the reaction force transmission mechanism 15.

FIG. 13 is an explanatory view of the operation of the first planetary gear set 12 in a state where the ring gear receiving force load P1 is lowered and the balance is lost. FIG. 13A shows the first planetary gear set 12, and the ring gear 22 starts to rotate to ω _{R1 as} the force receiving load P1 decreases. The input / output rotation in this state is given by the following equation.

ここで

here

とすると

If

となる。

It becomes.

  Furthermore, when formula (11) is rearranged

となる。

It becomes.

On the other hand, in the second planetary gear set 14 of FIG. 13 (B), as shown in FIG. 11, when the receiving load P1 of the ring gear 22 decreases, the ring gear applied via the reaction force transmission mechanism 15. Due to the difference between the force receiving load P1 of 22 and the force receiving load P2 of the link gear 32, the ring gear 32 starts to rotate in the opposite direction at ω _R2 shown in FIG. In this case, the input / output relationship in the second planetary gear set 14 is

となる。ここで

It becomes. here

とすると、（１３）式は

Then, equation (13) becomes

となる。更に（１５）式を整理すると

It becomes. Furthermore, when formula (15) is rearranged

となる。

It becomes.

From the relationship between the expression (12) in the first planetary gear set and the expression (16) in the second planetary gear set 14, α is a ratio between the input rotation and the ring gear rotation in the expressions (10) and (14). The output rotation ω _OUT1 of the first planetary gear set 12 is accelerated, and at the same time, the input rotation ω _OUT2 of the second planetary gear set 14 is decelerated at the same ratio.

Here, the ratio of the number of teeth of the sun gear and the ring gear given by the equations (6) and (8) is i ₀₁ = i ₀₂ = 2.
Is obtained from the above equation (10).

について、リングギアが停止している場合とリングギアが回転を始めた場合について具体的に説明すると次のようになる。

The case where the ring gear is stopped and the case where the ring gear starts rotating will be described in detail as follows.

  First, when the ring gears 22 and 32 are stopped, the operation is as follows.

この場合、遊星歯車セット１２，１４は、共に入力回転を１／３に減速して左右後輪を駆動としており、これは通常の直線走行時の駆動状態である。

In this case, the planetary gear sets 12 and 14 both reduce the input rotation to 1/3 and drive the left and right rear wheels, which is a driving state during normal linear traveling.

  Next, when the ring gears 22 and 32 rotate at a half speed, the following occurs.

この場合、第１遊星歯車セット１２は出力回転を増速しており、第２遊星歯車セット１４の出力回転は完全に停止している。このためα＝０〜０．５の範囲となるように遊星歯車セット１２のスプール弁６０の開度を調整することで、右コーナリング時に左後輪２６Ｌを増速して回頭性を向上できる。

In this case, the output speed of the first planetary gear set 12 is increased, and the output rotation of the second planetary gear set 14 is completely stopped. Therefore, by adjusting the opening degree of the spool valve 60 of the planetary gear set 12 so as to be in the range of α = 0 to 0.5, the left rear wheel 26L can be accelerated at the time of the right cornering, and the turning ability can be improved.

  Further, when the input rotation of the sun gear 18 and the rotation of the ring gear 22 in the first planetary gear set 12 coincide with each other, the following occurs.

これは図８（Ｃ）のように、スプール弁６０によりスプール油路５８を完全に遮断してサンギアとプラネタリギアをロックさせた状態であり、この場合にはサンギア、プラネタリギア及びリングギアが一体に回転する。このとき第２遊星歯車セットは反対方向に回転することが分かる。

As shown in FIG. 8C, the spool oil passage 58 is completely shut off by the spool valve 60 and the sun gear and the planetary gear are locked. In this case, the sun gear, the planetary gear and the ring gear are integrated. Rotate to. At this time, it can be seen that the second planetary gear set rotates in the opposite direction.

  Similarly, the output speed of the second planetary gear set 14 can be increased by changing the flow path area by the spool valve 61. For this reason, by adjusting the opening degree of the spool valve 61 of the second planetary gear set 14 so as to be in the range of α = 0 to 0.5, the right rear wheel 26R is increased at the time of the left cornering and the turning performance is improved. it can.

FIG. 14 is an explanatory diagram of gear rotation in each planetary gear set corresponding to the operation of FIG. In FIG. 14, when the ring gear 22 rotates ω _{R1 in the} same direction with respect to the input rotation ω _in1 of the sun gear 18, the ring gear 32 of the second planetary gear set 14 connected by the reaction force transmission mechanism 15 is ω _{R2 in the} opposite direction. Rotate with. Therefore, the output rotation ω _out1 by the carrier case 24 of the first planetary gear set 12 is increased, and the output rotation ω _out2 by the carrier case 34 of the second planetary gear set 14 is reduced.

Next, when it is desired to increase the speed on the second planetary gear set 14 side and reduce the speed on the first planetary gear set 12 side, the spool valve 61 provided in the second planetary gear set 14 is operated to narrow down the flow path area. Thus, by generating a pressure ΔP in the oil pump and thereby reducing the force receiving load P2 of the ring gear 32 shown in FIG. 11, the ring gear 32 is rotated like ωR2 as shown in FIG.

Along with this rotation, the ring gear 22 of the first planetary gear set 12 rotates ω _{R1 in the} opposite direction via the reaction force transmission mechanism 15. This is in reverse relation to the case of FIG. 14, and the second planetary gear set 14 increases the input rotation ω _in2 while the first planetary gear set 12 rotates the output rotation ω _out1 at the same rate. become.

  FIG. 16 shows another embodiment of the oil pump in the present embodiment. In this embodiment, the oil pumps 90-1 to 90-4 are connected by the planetary gears 20-1 to 20-4 and the ring gear 22. Forming. Also in the oil pumps 90-1 to 90-4, the discharge oil passages are collected in the spool oil passage 58 by the collecting oil passages 5-1 to 56-4 and supplied to the spool valve 60.

FIG. 17 is an explanatory diagram of an embodiment of a driving force distribution control device for front and rear wheels. In FIG. 17, this embodiment is an example of driving force distribution control of the four-wheel drive method based on the FF method. After the driving force is shifted from the engine 45 by the transmission 46, the driving force distribution of this embodiment is performed. It is given to the front differential 92 through the first planetary gear set 12 provided in the control device 10, and transmitted from the front differential 92 to the right front wheel 50R and the left front wheel 50L. The driving force from the transmission 46 is simultaneously input to the second planetary gear set 14 and transmitted from the rear differential 94 to the right rear wheel 26R and the left rear wheel 26L.

  The first planetary gear set 12 includes a sun gear 18, planetary gears 20-1 and 20-3, and a ring gear 22. Power rotation from the transmission 46 is input to the sun gear 18 from the input shaft 96 and output rotation of the carrier case 24. Is transmitted to the front differential 92.

  The second planetary gear set 14 inputs the rotation of the input shaft 96 from the splot gear 102 to the sun gear 28 via the splot gear 98 and the chain 100. Planetary gears 30-1 and 30-3 and a ring gear 32 are provided for the sun gear 28, and the output rotation of the carrier case 34 is transmitted to the rear differential 94 via the gears 104 and 106.

  In the present embodiment, the reaction force transmission mechanism between the ring gears 22 and 32 of the first planetary gear set 12 and the second planetary gear set 14 is realized by directly meshing the external teeth of the ring gears 22 and 32. Yes.

  FIG. 18 is an explanatory diagram of the internal structure of two planetary gear sets used in the embodiment of FIG. In FIG. 18, the first planetary gear set 12 and the second planetary gear set 14 are exactly the same as those in the embodiment of FIG. 3, but the external teeth 22 of the ring gear 22 of the first planetary gear set 12 are used as a reaction force transmission mechanism. -2 and the external teeth 32-2 of the ring gear 32 of the second planetary gear set 14 are directly meshed with each other. For this reason, it is possible to realize a reduction in size and weight by an amount that does not require additional reaction force transmission mechanism.

Even in the driving force distribution control for the front and rear wheels and by generating pressure in the oil pump rotates the ring gear 22 by a reduction in the force receiving loads in operation of the spool valve 60, the output rotation is taken out from the carrier case 24 Speed up. At the same time, the ring gear 32 of the second planetary gear set 14 meshing with the ring gear 22 rotates in the opposite direction at the same speed, and the output rotation taken out from the carrier case 34 is decelerated at the same ratio.

On the other hand, actuates the spool valve 61 of the second planetary gearset 14 and to generate a pressure on the oil pump, that ring gear 32 decreases the force-receiving load of the ring gear 32 rotates, the carrier case 34 The output rotation taken out from the motor increases. At the same time, the ring gear 22 of the first planetary gear set 12 rotates in the opposite direction, and the output rotation taken out from the carrier case 24 is reduced speed rotation.

  FIG. 19 is an explanatory diagram of another embodiment of the driving force distribution control device for the front and rear wheels. In this embodiment, the driving force distribution control device 10 is based on the FR method.

  In FIG. 19, the driving force distribution control device 10 has a first planetary gear set 12 and a second planetary gear set 14, and the power rotation from the engine 45 is transmitted to the sun gear 18 of the first planetary gear set 12 by the transmission 46. Is input through. The output rotation from the carrier case 24 of the first planetary gear set 12 is transmitted to the rear differential 94.

  Power rotation from the transmission 46 is input to the sun gear 28 of the second planetary gear set 14 via the splot gear 108, the chain 110, and the splot gear 112. The output rotation of the carrier case 34 is given to the front differential 92.

  Even in the present embodiment, the first planetary gear set 12 and the second planetary gear set 14 have the structure shown in FIG. 18, and the ring gears 22 and 32 are directly meshed with external teeth, so that the reaction force A transmission mechanism is realized.

  Also in this operation, when the output rotation of the first planetary gear set 12 is increased, the output rotation of the second planetary gear set 14 is decelerated at the same ratio. When the output rotation of the second planetary gear set 14 is increased, the output rotation of the first planetary gear set 12 is decelerated at the same ratio.

  In the present embodiment, as shown in FIG. 5, the discharge oil passages 54-1 to 54-4 from the oil pumps 52-1 to 52-4 are spooled by the collecting oil passages 56-1 to 56-4. Although the spool valve (first valve mechanism) 60 is incorporated after being collected in the oil passage 58, as another embodiment, the discharge oil passages 54-1 to 54-4 from the oil pumps 52-1 to 52-4 are provided. It is also possible to communicate with the drain oil passages individually without being assembled, and to individually incorporate a spool valve (first valve mechanism) into each oil passage.

The present invention is not limited to the above-described embodiments, and includes appropriate modifications that do not impair the objects and advantages thereof. The present invention is not limited by the numerical values shown in the above embodiments.

Explanatory drawing of one Embodiment of the driving force distribution control apparatus by this invention Explanatory drawing of the gear train which connects the ring gear provided in the reaction force transmission mechanism of FIG. Internal explanatory diagram of two planetary gear sets in this embodiment Explanatory drawing of the internal structure of the first planetary gear set in the present embodiment Explanatory drawing of the oil pump in the first planetary gear set composed of sun gear and planetary gear AA sectional view of FIG. BB sectional view of FIG. Explanatory drawing of the valve mechanism of this embodiment Explanatory drawing seen from the output-shaft side of the 1st planetary gear set in this embodiment Explanatory drawing of the force which acts on a ring gear with the generated pressure of the oil pump by this embodiment Explanatory drawing of receiving force applied to each ring gear via reaction force transmission mechanism Operation explanatory diagram in a state where the force receiving loads of the ring gears of the first and second planetary gear sets are balanced and stopped Operation explanatory diagram of each planetary gear set in a state in which the ring gear receiving load of the first planetary gear set is lowered and the balance is lost. Explanatory drawing of gear rotation in each planetary gear set corresponding to the operation of FIG. Explanatory drawing of the gear rotation of each planetary gear set in the state where the ring gear receiving load of the second planetary gear set is lowered and the balance is lost. Explanatory drawing of other embodiment of the oil pump formed by a planetary gear and a ring gear Explanatory drawing of embodiment of the driving force distribution control apparatus for front and rear wheels Explanatory drawing of two sets of planetary gear sets used in the embodiment of FIG. Explanatory drawing of other embodiment of the driving force distribution control apparatus for front and rear wheels Explanatory drawing of right wheel acceleration of conventional driving force distribution control device for left and right wheels Explanatory drawing of left wheel acceleration of conventional driving force distribution control device

Explanation of symbols

10: driving force distribution control device 12: first planetary gear set 14: second planetary gear set 15: reaction force transmission mechanism 16: fulcrums 18, 28: sun gears 20-1 to 20-4, 30-1 to 30-4 : Planetary gears 22 and 32: ring gears 22-1 and 32-1: internal teeth 22-2 and 32-2: external teeth 24, 24-1 and 34: carrier cases 52-1 to 5 2 -4 and 90- 1 to 90-4: oil pumps 54-1 to 54-4: discharge oil passages 56-1 to 56-4: collecting oil passage 58: spool oil passage 60, 61: spool valve 62: input shaft 64: output shaft portion 66-1, 66-3: Planetary shaft 68, 70: Bearing 72: Drive plate 74: Spool drive fork 76: Guide shaft 80: Drain oil passage 92: Front differential 94: Rear differential

Claims (8)

A first planetary gear set that includes a sun gear, a plurality of planetary gears, and a ring gear that forms internal teeth and external teeth, inputs power rotation to the sun gear, and outputs power rotation from a carrier case of the planetary gear;
A sun gear, a plurality of planetary gears, and a ring gear formed with internal teeth and external teeth; the same power rotation as the first planetary gear set is input to the sun gear, and the power rotation is output from the carrier case of the planetary gear A second planetary gear set to
A reaction force transmission mechanism that is provided between the ring gear of the first planetary gear set and the ring gear of the second planetary gear set, and that reverses the force applied to one ring gear and applies it to the other ring gear;
A first oil pump configured at a plurality of locations by a sun gear and a planetary gear or a planetary gear and a link gear of the first planetary gear set;
After the discharge lines of the first oil pump are gathered , the first oil pump is provided in a communication passage communicating with the drain side, and the flow passage area is continuously varied to generate hydraulic pressure on the oil pump side. Decreasing the receiving load of the ring gear of the planetary gear set and rotating it in a direction to increase the output rotation due to the difference from the receiving load of the ring gear of the second planetary gear set applied via the reaction force transmission mechanism, A first valve mechanism that simultaneously rotates in a direction to decelerate the output rotation of the ring gear of the second planetary gear set;
A second oil pump configured at a plurality of locations by the sun gear and the planetary gear or the planetary gear and the ring gear of the second planetary gear set;
After the discharge lines of the second oil pumps are assembled , the second oil pump is provided in a communication passage communicating with the drain side, and the flow passage area is continuously changed to generate hydraulic pressure on the oil pump side. Decreasing the force receiving load of the ring gear of the planetary gear set and rotating it in a direction to increase the output rotation by the difference from the force receiving load of the ring gear of the first planetary gear set applied via the reaction force transmission mechanism, A second valve mechanism that simultaneously rotates the output rotation of the ring gear of the first planetary gear set in a direction to decelerate;
Driving force distribution controller you comprising the.
A first planetary gear set that includes a sun gear, a plurality of planetary gears, and a ring gear that forms internal teeth and external teeth, inputs power rotation to the sun gear, and outputs power rotation from a carrier case of the planetary gear;
A sun gear, a plurality of planetary gears, and a ring gear formed with internal teeth and external teeth; the same power rotation as the first planetary gear set is input to the sun gear, and the power rotation is output from the carrier case of the planetary gear A second planetary gear set to
A reaction force transmission mechanism that is provided between the ring gear of the first planetary gear set and the ring gear of the second planetary gear set, and that reverses the force applied to one ring gear and applies it to the other ring gear;
A first oil pump configured at a plurality of locations by a sun gear and a planetary gear or a planetary gear and a link gear of the first planetary gear set;
The first planetary gear set is provided in each of the communication passages communicating from the discharge line of the first oil pump to the drain side, and continuously changes the flow passage area to generate hydraulic pressure on the oil pump side. The ring gear receiving load is reduced and rotated in a direction to increase the output rotation by the difference from the ring gear receiving load of the second planetary gear set applied via the reaction force transmission mechanism, and at the same time, A first valve mechanism that rotates in a direction to decelerate the output rotation of the ring gear of the two planetary gear set;
A second oil pump configured at a plurality of locations by the sun gear and the planetary gear or the planetary gear and the ring gear of the second planetary gear set;
The second planetary gear set is provided in each of the communication passages communicating from the discharge line of the second oil pump to the drain side, and continuously changes the flow passage area to generate hydraulic pressure on the oil pump side. The ring gear receiving load is reduced and the output rotation of the first planetary gear set applied via the reaction force transmission mechanism is rotated in a direction to increase the output rotation due to the difference between the ring gear receiving load and the first planetary gear set. A second valve mechanism for rotating in a direction to decelerate the output rotation of the ring gear of one planetary gear set;
Driving force distribution controller you comprising the.
3. The vehicle driving force distribution control device according to claim 1, wherein one of the power outputs of the first planetary gear set and the second planetary gear set is transmitted to the left rear wheel and the other is transmitted to the right rear wheel. driving force distribution controller characterized in that to drive.
4. The driving force distribution control device for an automobile according to claim 3 , wherein the reaction force transmission mechanism reverses the rotation of the ring gear of the first planetary gear set and transmits it to the ring gear of the second planetary gear set. counter driving force distribution control device you being a gear mechanism.
3. The vehicle driving force distribution control device according to claim 1, wherein one of the power outputs of the first planetary gear set and the second planetary gear set is transmitted to a front wheel and the other is transmitted to a rear wheel. and drives driving force distribution controller.
6. The driving force distribution control device for an automobile according to claim 5 , wherein the reaction force transmission mechanism directly connects the outer teeth of the ring gear in the first planetary gear set and the outer teeth of the ring gear in the second planetary gear set. it characterized in that meshed driving force distribution control apparatus.
3. The driving force distribution control device for an automobile according to claim 1 , wherein the first valve mechanism and the second valve mechanism are configured to generate hydraulic pressure on the oil pump side by changing one flow passage area. other flow path area is the maximum passage area driving force distribution control device you characterized in that a no-load state not to generate hydraulic pressure as.
3. The driving force distribution control device for an automobile according to claim 1 , wherein an oil passage of the oil pump and the first and second valve mechanisms are provided in a carrier case of the first and second planetary gear sets. driving force distribution controller you characterized in that the.

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