JPH1071867A - Drive force control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive force control device for vehicle which is compact in size, light in weight, and capable of transmitting a large drive force. SOLUTION: Drive force transmitting means 6, 7 which are interposed between an input shaft 8 in which the drive force from an engine of a vehicle is inputted and output shafts 2, 3 to drive right and left wheels, and permits only the transmission of the drive force in one direction, and differential control means 10, 11 which are interposed in parallel with the drive force transmitting means 6, 7 and control the differential between the input shaft 8 and the output shafts 2, 3, are provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device suitable for use in a four-wheel drive vehicle.

[0002]

2. Description of the Related Art Conventionally, there has been proposed a mechanical limited slip differential as shown in FIG. 11 in which the differential between the left and right driving wheels of an automobile is limited so that the driving torque can be moved between the right and left wheels. Various differential limiting mechanisms such as a (mechanical LSD) 60 and an electromagnetic clutch type limited slip differential 70 as shown in FIG. 12 have been developed and put into practical use.

Here, in a mechanical LSD 60 shown in FIG. 11, a multi-plate clutch 63 is provided between a differential case 61 and a side gear 62, and a gap between the differential case 61 and the side gear 62 due to slipping of wheels or the like. When the rotational speed difference is generated, an operation is performed so as to approach the rotational speed of the side gear 62 and the rotational speed of the differential case 61 by the frictional force between the plates of the multi-plate clutch, and the slip is controlled.

In an electromagnetic clutch type limited slip differential 70 shown in FIG. 12, an electromagnetic clutch including a main clutch 72 and a pilot clutch 72a is provided in addition to a differential gear 71 using a planetary gear, and the pilot clutch 72a is operated. Of the electromagnetic coil 73 is provided.
The differential limiting force can be adjusted in accordance with the current flowing through the motor.

That is, when power is supplied to the electromagnetic coil 73, the pilot clutch 72a is pressed and the cam mechanism 78 is operated, and the rotation speed of the cam mechanism 78 approaches the rotation speed of the differential case 71a. As a result, a relative rotation speed difference occurs between the cam mechanism 78 and the pinion carrier 77, and the cam mechanism 78 causes the pinion carrier 7 to rotate.
7 moves and presses the main clutch 72 to limit the differential.

[0006]

However, such a conventional structure has a problem in that it is difficult to reduce the size and weight of the device because the differential gear and the limited slip differential are provided together. Further, since the amount of torque movement to the outer wheel during turning acceleration is determined by the capacity of the clutch, there is a problem that it is difficult to perform large torque movement in a small space.

Therefore, in such a differential limiting mechanism, by providing a one-way clutch in place of the differential gear, the driving force transmitting mechanism having the differential mechanism and the differential limiting mechanism can be made small and lightweight. Can be considered. On the other hand, Japanese Utility Model Publication No. 5-42897 discloses a four-wheel drive vehicle in which two types of one-way clutches, forward and reverse, are provided in the middle of the drive system for the front and rear wheels. Although the center differential can be eliminated, the front-wheel drive power transmission system and the rear-wheel drive power transmission system require a differential mechanism (front differential and rear differential). There is a problem that there is almost no merit of downsizing or downsizing. Further, there is a problem that the structure itself becomes complicated and the cost increases.

Incidentally, JP-A-60-15226, JP-A-1-136021 and JP-A-2-283529.
Japanese Unexamined Patent Application Publication No. 4-22326 and Japanese Unexamined Utility Model Publication No. 4-22326 also disclose related techniques, but these techniques do not solve the above-described problems. SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and provides a driving force control device for a vehicle that is small, lightweight, capable of transmitting a large driving force, and that can be easily manufactured. With the goal.

[0009]

According to a first aspect of the present invention, there is provided a vehicle driving force control apparatus according to the present invention, wherein an input shaft to which driving force from an engine of a vehicle is input and an output shaft for driving left and right wheels. Between the input shaft and the output shaft interposed in parallel with the driving force transmitting means to limit the differential between the input shaft and the output shaft. And a differential limiting means.

According to a second aspect of the present invention, in addition to the structure of the first aspect, the differential limiting means is configured as an electromagnetic clutch, and the driving force control apparatus is adapted to respond to the running state of the vehicle. And control means for controlling the operation of the electromagnetic clutch. Claim 3
The driving force control device for a vehicle according to the present invention described above includes a driving force interposed between a front wheel-side input shaft to which driving force of an engine of a vehicle is input and a front wheel-side output shaft that drives left and right front wheels. A front wheel side driving force transmitting means capable of only allowing force transmission, and a front wheel side interposed in parallel with the front wheel side driving force transmitting means and capable of limiting a differential between the front wheel side input shaft and the front wheel side output shaft. A differential limiting mechanism, interposed between a rear-wheel input shaft to which the driving force of the engine is input and a rear-wheel output shaft for driving left and right rear wheels, in the same direction as the front-wheel driving force transmitting means And a difference between the rear-wheel input shaft and the rear-wheel output shaft interposed in parallel with the rear-wheel driving force transmission means. A rear wheel side differential limiting mechanism that can limit the movement,
And a control means for controlling the operation of the front wheel side differential limiting mechanism and the rear wheel side differential limiting mechanism in accordance with the running state of the vehicle.

[0011]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a vehicle driving force control apparatus according to an embodiment of the present invention. FIG. FIG. 1 is a schematic diagram illustrating a configuration in which the present device is applied to a front wheel driving force transmission system, FIG. 2 is a schematic diagram illustrating a configuration in which the present device is applied to a rear wheel driving force transmission system, FIG. 3 is a schematic sectional view showing an example of the entire configuration in detail,
FIG. 4 is a simplified schematic diagram showing a driving force transmission system of a vehicle to which the present apparatus is applied, FIG. 5 is a schematic block diagram showing a configuration of a control system thereof, and FIG. 6 shows a configuration of the driving force transmission means. 7 to 10 are schematic diagrams for explaining the operation.

First, a driving force transmission system of a vehicle using the present apparatus will be briefly described with reference to FIG. 4. A vehicle 100 shown in FIG. 4 is a four-wheel drive vehicle, and an engine ( (Not shown) to transmit the driving force from the engine to the front wheels 50 and 51, and the rear wheel driving force transmitting system 1 to transmit the driving force from the engine to the rear wheels 52 and 53.
20 is provided, and the front wheel side driving force transmission system 110 and the rear wheel side driving force transmission system 120 are connected to the propeller shaft 13.
Connected by 0.

In the present embodiment, the front-wheel drive power transmission system 110 and the rear-wheel drive power transmission system 120 of the four-wheel drive vehicle 100 are each provided with a vehicle drive force control device 200,
The vehicle driving force control devices 200 and 300 are provided so that the driving force is distributed to the front and rear wheels 50 to 53 without providing a center differential.

Here, the vehicle driving force control device 200 provided in the front wheel side driving force transmission system 110 will be described. As shown in FIGS. 1 and 3, the front wheel side driving force transmission system 110 includes an engine. A pinion gear 1 driven by the rotational driving force from is provided, and a front drive gear 4 meshing with the pinion gear 1 is provided. An outer sleeve 5 is fitted to the front drive gear 4, and the outer sleeve 5 and the front drive gear 4 are configured to rotate integrally. The front drive gear 4 and the outer sleeve 5 constitute a front wheel-side input shaft 8.

In the outer sleeve 5, front wheel-side output shafts (drive shafts) 2 and 3 for driving left and right front wheels 50 and 51 (see FIG. 4) are disposed, respectively. One-way clutches 6 and 7 are provided between the outer sleeve 5 and front wheel side driving force transmitting means. In FIG. 3, reference numerals 2a and 3a denote drive flanges of the left and right drive shafts 2 and 3, respectively.

The one-way clutches 6, 7 can only transmit driving force in one direction, and basically transmit the driving force in the forward direction of the vehicle 100, and transmit the driving force in the reverse direction. Is not transmitted.
Here, the configuration of the one-way clutches 6 and 7 will be described with reference to FIG.
Reference numeral 7 mainly includes an outer race 12, an inner race 13, and a sprag cam 14. For example, when the outer race 12 rotates in the forward direction (the direction indicated by the arrow in the figure, that is, counterclockwise), the sprag cam 14 in the figure is rotated. It is configured to rotate counterclockwise to limit the differential between the outer race 12 and the inner race 13.

For example, when the outer race 12 rotates in the reverse direction (clockwise in the figure), the sprag cam 14 falls down, and the relative rotation between the outer race 12 and the inner race 13 is allowed. The driving force is transmitted from the outer race 12 to the inner race 13 when the rotation of the outer race 12 in the forward direction is relatively faster than the rotation of the inner race 13 in the forward direction. Even at this time, when the rotation speed of the inner race 13 is higher than the rotation speed of the outer race 12, the driving force is not transmitted.

In this embodiment, the outer sleeve 5 also serves as the outer race 12, and the ends of the drive shafts 2, 3 function as the inner race 13. Accordingly, the left and right front wheels 50,
51 is driven by the rotational driving force from the engine. On the other hand, at the time of turning, the outer wheel rotates faster than the inner wheel by the difference of the turning locus drawn by each wheel, so that the driving force is not transmitted to the outer wheel, and the driving force is transmitted only to the inner wheel. Will be. Then, the difference in rotation of the front wheels during turning is absorbed by such an operation, so that the conventional differential mechanism (front differential gear) can be eliminated.

On the other hand, when the rotational speed of each of the drive shafts 2 and 3 in the forward direction becomes faster than the rotational speed of the outer sleeve 5 in the forward direction, for example, on a steep downhill or the like. Due to the action of the one-way clutches 6, 7, the wheels 50, 51 are rotated by the input from the road surface regardless of the rotation state of the engine, and the engine brake is not operated. Further, at the time of reversing, the rotational driving force of the engine is not transmitted to the wheels 50 and 51 by the action of the one-way clutches 6 and 7.

Therefore, in order to transmit the driving force to the wheels 50 and 51 even on a downhill or a reverse run, the front-wheel-side differential limiting device that can limit the differential between the input shaft 8 and the drive shafts 2 and 3 can be used. Means 10 and 11 are provided in parallel with the one-way clutches 6 and 7. The differential limiting means 10, 11
Is configured here as an electromagnetic clutch, and based on a control signal from a control means (controller or ECU) 15 described later, the pressure force of the clutch is adjusted from the free state to the locked state. It has become.

Here, the electromagnetic clutches 10 and 11 will be briefly described.
Has the same configuration as that conventionally used,
3, 10a and 11a are pilot clutches, 10b and 11b are electromagnetic coils, 10a and 11b, respectively.
c and 11c are cam mechanisms, respectively, and 10d and 11d are main clutches, respectively.

When the electromagnetic coils 10b and 11b are energized, the pilot clutches 10a and 11a are pressed and the cam mechanisms 10c and 11c are operated, and the cam mechanisms 1c and 11c are operated.
The rotation speeds of 0c and 11c approach the rotation speeds of the drive shafts 2 and 3. As a result, if there is a relative rotational speed difference between the drive shafts 2, 3 and the outer sleeve 5, the force of pressing the main clutches 10d, 11d by the balls of the cam mechanisms 10c, 11c acts to limit the differential. It is becoming. Since the electromagnetic clutches 10 and 11 are the same as those conventionally used, a more detailed description will be omitted.

Next, the rear wheel side driving force transmission system 120 of the vehicle 100 will be described with reference to FIG. 2. In this rear wheel side driving force transmission system 120, the rotational driving force from the engine is transmitted via a propeller shaft 130. Otherwise, it is configured to be input to the rear drive gear 24, and other than that, the configuration is substantially the same as that of the above-described front wheel side driving force transmission system 110. That is, the outer sleeve 25 is fitted to the rear drive gear 24 of the rear wheel drive power transmission system 120, and the outer sleeve 25 and the rear drive gear 24 are configured to rotate integrally. . The rear sleeve 25 and the rear drive gear 24 constitute a rear wheel-side input shaft 28.

A rear wheel output shaft (drive shaft) 2 for driving left and right rear wheels is provided in the outer sleeve 25.
2 and 23, respectively, and each drive shaft 2
One-way clutches 26 and 27 are provided between the outer sleeve 25 and the outer sleeve 25 as a rear wheel driving force transmitting means. These one-way clutches 26 and 27
It functions similarly to the one-way clutches 6 and 7 provided in the driving force transmission system 110 on the front wheel side, and basically transmits the driving force in the forward direction of the left and right rear wheels 52 and 53, and in the reverse direction. Are configured not to transmit the driving force.

The rear-wheel driving force transmission system 120 includes an electromagnetic clutch (rear-wheel differential limiting means) 30, which can limit the differential between the input shaft 28 and the drive shafts 22, 23.
31 is provided in parallel with the one-way clutches 26 and 27, so that the crimping force of the clutches 30 and 31 is adjusted from the free state to the locked state based on a control signal from the controller 15. Has become.

Here, the controller 1 as control means
5, the controller 15 includes a throttle opening sensor 40 for detecting a throttle opening or an accelerator opening of the vehicle 100, an intake pressure sensor 41 for detecting an intake pressure of an engine, and a vehicle as shown in FIG. 100
A vehicle speed sensor 42 for detecting the speed of the vehicle, a steering wheel angle sensor 43 for detecting the steering angle of the vehicle 100, a brake hydraulic pressure sensor 44 for detecting the hydraulic pressure of the brake, a shift position sensor 45 for detecting the shift speed from the position of the shift lever, A parking brake switch 46 for detecting whether the parking brake (parking brake) is on or off is connected, and the controller 15 controls each of the electromagnetic clutches 10 and 40 based on the detection signals from the sensors 40 to 46 described above. 11,30,3
1 is controlled.

Then, such sensors 40 to 46 are used.
Each of the electromagnetics 10, 11, 30,
By controlling the operation of the motor 31 from a free (minimum crimping force) state to a locked (maximum crimping force) state, the driving force distribution according to the running state of the vehicle 100 is performed. It is. Since the vehicle driving force control device as one embodiment of the present invention is configured as described above, the four-wheel drive vehicle does not use the center differential, the front differential, and the rear differential, and can control each of the wheels 50-53. The driving force to each of the wheels 50 to 53 can be transmitted while absorbing the differential.

That is, when a driving force in the forward direction is input from the engine, the one-way clutch 6, provided between the input shafts 8, 28 and the drive shafts 2, 3, 22, 23 as output shafts, is provided. The rotational driving force is transmitted to wheels 50 to 53 via 7, 26, 27. At this time,
By the action of the one-way clutches 6, 7, 26, 27,
Of the wheels 50 to 53, the torque is transmitted to the wheel having the slowest rotation speed. However, if the vehicle 100 is traveling straight, the wheels 50 to 53 rotate at the same speed. To 53 are transmitted evenly.

Next, the operation of the present apparatus when the vehicle is turning will be described with reference to FIGS. 7 to 9 show the case where the vehicle 100 is turning right, but when the vehicle 100 is turning left, the left and right sides of the wheels will be reversed in the following description. First, a case where the vehicle 100 is turning at an extremely low speed and the lateral slip angle generated at each of the wheels 50 to 53 is extremely small will be described. Accordingly, the trajectory drawn by the right rear wheel 53 (that is, the rear wheel on the turning inner wheel side) is the shortest. Therefore, the right rear wheel 5
3, the driving torque from the engine is transmitted only to the right rear wheel 53, and the vehicle
The vehicle travels by the rotational driving force transmitted to the vehicle.

When the vehicle speed increases, a lateral slip angle gradually occurs in each of the wheels 50-53. As described above, when a lateral slip angle occurs in each of the wheels 50 to 53 and no slip angle occurs at the center of gravity of the vehicle,
The state is as shown in FIG. That is, in this case,
The trajectories drawn by the left front wheel 50 and the left rear wheel 52 match, and the trajectories drawn by the right front wheel 51 and the right rear wheel 53 match, and the turning trajectory of the right front wheel 51 and the right rear wheel 53 (the turning trajectory on the inner wheel side) ) Is shorter.

In such a case, since the rotation speeds of the right front wheel 51 and the right rear wheel 53 are the same, the driving torque from the engine is applied to the front and rear wheels on the turning inner wheel side, that is, the right front wheel 51 and the right rear wheel. 53, and the vehicle 100 is driven by the wheels on the turning inner wheel side. On the other hand, when the vehicle speed further increases, the slip angle of each of the wheels 50 to 53 increases, and a slip angle also occurs at the center of gravity of the vehicle, resulting in a state as shown in FIG.

In this case, although the vehicle 100 is in an oversteer state and tends to spin, the driving force of the engine is transmitted to the right front wheel 51 having the shortest trajectory drawn by the wheels. Spin can be prevented. By the way, when the vehicle 100 turns, the driving of the wheels 50 to 53 is optimally distributed by actively controlling the operation of the electromagnetic clutches 10, 11, 30, 31 to drive the vehicle 100 during the turn. Improving stability is also conceivable.

That is, as shown in FIG. 10, when the vehicle 100 goes straight ahead of the corner, control is performed so that the pressing force of the left and right electromagnetic clutches 10, 11, 30, 31 is maximized, and each wheel is controlled. The maximum braking force is obtained by directly connecting 50 to 53 and the engine. That is, the electromagnetic clutches 10, 11, 30, and
By setting the wheel 31 in the locked state and directly connecting the wheels 50 to 53 to the engine, a sufficient engine braking force can be obtained just before the corner.

When the vehicle enters a corner, the electromagnetic clutches 10, 11, 30, and 31 are set free to reduce the restraint of the wheels 50 to 53 in order to improve the turning performance. At this time, if sideslip has not occurred in each of the wheels 50 to 53, the driving force of the engine is transmitted to the inner wheel-side rear wheel (here, the right rear wheel 53) as described above with reference to FIG. Other wheels are rotated by the input from the road surface.

Thereafter, when a skid occurs on the rear wheels, the driving force of the left and right wheels is adjusted in proportion to the load movement of the right and left wheels. That is, the controller 15 controls the electromagnetic clutches 10 and 30 based on the information from the sensors 40 to 46 so that the pressing force of the electromagnetic clutches 10 and 30 on the outer wheel increases in proportion to the load movement of the left and right wheels. By controlling, the engine driving force is also transmitted to the outer wheel side to stabilize the posture of the vehicle.

When the vehicle goes straight ahead near the exit of the corner, the left and right electromagnetic clutches 10, 11, 3
The crimping force of 0, 31 is controlled to be the maximum, and the wheels 50 to 53 are directly connected to the engine so that the maximum driving force and the stability of the vehicle can be obtained. In addition, by directly connecting the four wheels in this manner, the engine torque is evenly transmitted to each wheel, and the straight running stability at the time of a disturbance action is improved.

At the time of such normal running (when traveling straight or turning)
In contrast, if engine braking is required,
When the input of the deceleration torque from the road surface is required, or when the vehicle retreats, the controller 15 adjusts the pressing force of each of the electromagnetic clutches 10, 11, 30, and 31 based on the following conditions, 3. Limit the differential between 3, 22, 23 and input shafts 8, 28. The pressing force of the electromagnetic clutch is increased in proportion to the speed of the vehicle.

The higher the vehicle speed, the greater the engine braking force required when the accelerator is off.
5, each of the electromagnetic clutches 1 is controlled so that the pressing force increases in proportion to the vehicle speed based on the detection information from the vehicle speed sensor 42.
The operation of 0, 11, 30, 31 is controlled. The pressing force of the electromagnetic clutch is increased in inverse proportion to the steering operation amount and the throttle opening.

When the steering operation amount and the throttle opening are large, the driver is not considered to expect the braking force by the engine brake.
Reduce the crimping force of No. 11. That is, in this case, based on the detection information from the steering wheel angle sensor 43 and the throttle opening sensor 40, each of the electromagnetic clutches 10 and 10 basically has a crimping force that is inversely proportional to the steering operation amount and the throttle opening. The control of 11, 30, 31 is performed. The pressing force of the electromagnetic clutch is increased in proportion to the brake pedal pressing force.

In the controller 15, based on the detection information from the brake fluid pressure sensor 44, in proportion to the brake fluid pressure (ie, in proportion to the depressing force of the brake pedal),
Control is performed so that the pressing force of the electromagnetic clutches 10, 11, 30, 31 is increased. This is because the driver demands a larger braking force as the brake fluid pressure increases. At this time, by increasing the pressing force of the electromagnetic clutches 10, 11, 30, and 31, a sufficient engine braking force is obtained. Is to be obtained. When the parking brake is activated, the control of the electromagnetic clutch is stopped, and each electromagnetic clutch is set free. Also, when the ignition of the engine is turned off, the electromagnetic clutches 10, 11, 30, 31 are turned off because the electromagnetic clutches 10, 11, 30, 31 are not thereafter energized. When the vehicle retreats, the pressing force of the electromagnetic clutches 10, 11, 30, 31 is maximized.

Since the one-way clutches 6, 7, 26 and 27 cannot reverse, if the shift lever of the vehicle is determined to be in the reverse position based on the detection information from the shift position sensor 45, the controller 15 will The pressing force of each of the electromagnetic clutches 10, 11, 30, 31 is maximized to inhibit the differential between the drive shaft and the input shaft, thereby enabling the vehicle to retreat.

Then, the above-mentioned conditions (1) to (5) are comprehensively determined, and the controller 15
The crimping force of 0, 11, 30, 31 is controlled. As described above, the one-way clutches 6, 7, 26 are provided between the input shafts 8, 28 and the output shafts (drive shafts) 2, 3, 22, 23 of the front wheel driving force transmission system 110 and the rear wheel driving force transmission system 120. , 27 and electromagnetic clutches 10, 11, 30, 31 controlled by the controller 15 in parallel with the one-way clutches 6, 7, 26, 27, respectively.
By controlling the operations of 11, 30, and 31, the infinite torque movement can be performed for each of the front and rear left and right wheels 50 to 53 when the vehicle 100 moves forward, and the traveling performance of the vehicle is greatly improved. Can be improved.

Further, the drive force can be positively distributed to the wheels 50 to 53 while absorbing the differential between the wheels 50 to 53 without using the center differential, the front differential, and the rear differential. . Therefore, each differential becomes unnecessary, and the cost and weight can be significantly reduced. Also, the configuration of the device itself is simple,
Since the present device can be manufactured relatively easily, there is an advantage that cost and weight can be significantly reduced.

Further, since the braking torque input from the wheels at the time of braking is not coupled to the front, rear, left and right wheels, there is an advantage that the braking stability is high and there is no adverse effect even when an antilock brake system is provided. By the way, the case where the present device is applied to each of the front wheel side driving force transmission system 110 and the rear wheel side driving force transmission system 120 of the four-wheel drive vehicle 100 has been described, but the present device has such a configuration. The present invention is not limited to this, and can be applied to a two-wheel drive vehicle.

That is, in the case of a front wheel drive vehicle, as shown in FIG. 1, the vehicle drive force control device 200 is provided only in the front wheel drive force transmission system 110, and the respective electromagnetic clutches 10, 11 are controlled in the same manner as described above. do it. According to such a configuration, the driving force can be positively distributed to the wheels 50 and 51 while absorbing the differential between the left and right front wheels 50 and 51 without using a conventional front differential. .

In the case of a rear-wheel drive vehicle, as shown in FIG. 2, the vehicle drive force control device 300 is provided only in the rear wheel drive force transmission system 120, and the electromagnetic clutches 30, 31 are as described above. What is necessary is just to control similarly. According to such a configuration, without using the rear differential, each wheel 52, 53 is absorbed while absorbing the differential between the left and right rear wheels 52, 53.
The driving force can be positively distributed to the motor 53.

When the present apparatus is applied to such a two-wheel drive vehicle, the control of each of the electromagnetic clutches 10 and 11 (or the electromagnetic clutches 20 and 31) by the controller 15 can be made relatively easy. it can. The driving force transmitting means is not limited to the one-way clutch as described above, but may be other means as long as the driving force can be transmitted only in one direction.

Similarly, the differential limiting means is not limited to the above-described electromagnetic clutch, but may be any other means as long as it can limit the differential between the input shaft and the output shaft. For example, a hydraulic clutch mechanism may be used.

[0049]

As described in detail above, according to the vehicle driving force control apparatus of the present invention, the driving force transmitting means can only transmit the driving force in one direction. A small, light and large driving force is transmitted by a simple configuration including a differential limiting means interposed in parallel with the driving force transmitting means and capable of restricting a differential between the input shaft and the output shaft. There is an advantage that it becomes possible. This also has the advantage that the running performance of the vehicle can be significantly improved.

Also, there is an advantage that the present apparatus can be manufactured relatively easily, and the cost and weight can be greatly reduced. Further, since the driving force can be positively distributed to each wheel while absorbing the differential of each wheel without using the front differential or the rear differential, the front differential or the rear differential becomes unnecessary, and the cost is reduced. In addition, there is an advantage that the weight can be significantly reduced.

Further, since the braking torque inputted from the wheels at the time of braking is not coupled to the left and right wheels, there is an advantage that the braking stability is high and there is no adverse effect even when an antilock brake system is provided. Further, according to the vehicle driving force control device of the present invention, the driving force transmitting means capable of permitting only the driving force transmission in one direction, and the driving force transmitting means interposed in parallel with the driving force transmitting means, and The simple configuration including the differential limiting means capable of limiting the differential between the shaft and the output shaft has an advantage that a large, small, lightweight and large driving force can be transmitted. This also has the advantage that the running performance of the vehicle can be significantly improved.

Further, there is an advantage that the present apparatus can be manufactured relatively easily, and the cost and weight can be greatly reduced. In addition, center differential,
Without using front and rear differentials, it becomes possible to actively distribute the driving force to each wheel while absorbing the differential between the wheels, eliminating the need for each differential, greatly reducing costs and weight. There is an advantage that it can be reduced.

Further, since the braking torque input from the wheels at the time of braking is not coupled to the front, rear, left and right wheels, there is an advantage that the braking stability is high and there is no adverse effect even when an antilock brake system is provided.

[Brief description of the drawings]

FIG. 1 is a diagram schematically illustrating an entire configuration of a vehicle driving force control device according to an embodiment of the present invention, and is a schematic diagram illustrating a configuration in a case where the device is applied to a driving force transmission system on a front wheel side. FIG.

FIG. 2 is a diagram schematically showing an overall configuration of a vehicle driving force control device as one embodiment of the present invention, showing a configuration in a case where the device is applied to a driving force transmission system on a rear wheel side. It is a schematic diagram.

FIG. 3 is a schematic cross-sectional view showing in detail an example of an overall configuration of a vehicle driving force control device as one embodiment of the present invention.

FIG. 4 is a schematic diagram showing a simplified driving force transmission system of a vehicle to which the vehicle driving force control device as one embodiment of the present invention is applied.

FIG. 5 is a schematic block diagram showing a configuration of a control system in the vehicle driving force control device as one embodiment of the present invention.

FIG. 6 is a schematic diagram showing a configuration of a driving force transmission unit in the vehicle driving force control device as one embodiment of the present invention.

FIG. 7 is a diagram for explaining the operation of the vehicle driving force control device as one embodiment of the present invention.

FIG. 8 is a diagram for explaining the operation of the vehicle driving force control device as one embodiment of the present invention.

FIG. 9 is a diagram for explaining the operation of the vehicle driving force control device as one embodiment of the present invention.

FIG. 10 is a diagram for explaining an operation of the vehicle driving force control device as one embodiment of the present invention.

FIG. 11 is a schematic diagram showing an example of a configuration of a mechanical limited slip differential.

FIG. 12 is a schematic diagram showing an example of a configuration of an electromagnetic clutch type limited slip differential.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Pinion gear 2, 3 Front wheel side output shaft (drive shaft) 2a, 3a Drive flange 4 Front drive gear 5 Outer sleeve 6, 7 Front wheel side driving force transmission means (one-way clutch) 8 Front wheel side input shaft 10, 11 Front wheel side difference Movement limiting means (electromagnetic clutch) 10a, 11a Pilot clutch 10b, 11b Electromagnetic coil 10c, 11c Cam mechanism 10d, 11d Main clutch 12 Outer race 13 Inner race 14 Sprag cam 15 Control means (controller) 22, 23 Rear wheel output shaft (drive) Shaft) 24 rear drive gear 25 outer sleeve 26, 27 rear wheel side driving force transmitting means (one-way clutch) 28 rear wheel side input shaft 30, 31 rear wheel side differential limiting means (electromagnetic clutch) 40 throttle opening sensor 41 suction Atmospheric pressure 42 Vehicle speed sensor 43 Handle angle sensor 44 Brake fluid pressure sensor 45 Shift position sensor 46 Parking brake switch 50 Left front wheel 51 Right front wheel 52 Left rear wheel 53 Right rear wheel 60 Mechanical limited slip differential (Mechanical LSD) 70 Electromagnetic clutch limited Slip differential 100 Vehicle (4 wheel drive vehicle) 110 Front wheel side driving force transmission system 120 Rear wheel side driving force transmission system 130 Propeller shaft 200, 300 Vehicle driving force control device

Claims (3)

[Claims] 1. A driving force transmitting means interposed between an input shaft to which driving force from an engine of a vehicle is input and an output shaft for driving left and right wheels, and capable of only transmitting driving force in one direction. A driving force control device for a vehicle, comprising: differential limiting means interposed in parallel with the driving force transmitting means and capable of limiting a differential between the input shaft and the output shaft. . 2. The system according to claim 1, wherein said differential limiting means is configured as an electromagnetic clutch, and control means for controlling operation of said electromagnetic clutch in accordance with a running state of said vehicle is provided. Vehicle driving force control device. 3. A front wheel that is interposed between a front wheel-side input shaft to which a driving force of an engine of a vehicle is input and a front wheel-side output shaft that drives left and right front wheels, and that can only transmit driving force in one direction. A side drive force transmitting unit; a front wheel side differential limiting mechanism interposed in parallel with the front wheel side drive force transmitting unit and capable of limiting a differential between the front wheel side input shaft and the front wheel side output shaft; Between the rear wheel-side input shaft to which the driving force is input and the rear wheel-side output shaft that drives the left and right rear wheels, and allows only the driving force to be transmitted in the same direction as the front wheel-side driving force transmitting means. A rear wheel side driving force transmitting means, and a rear wheel side interposed in parallel with the rear wheel side driving force transmitting means to limit a differential between the rear wheel side input shaft and the rear wheel side output shaft. A differential limiting mechanism, and control for controlling operations of the front wheel side differential limiting mechanism and the rear wheel side differential limiting mechanism according to a traveling state of the vehicle. Characterized in that it includes a stage, a vehicle driving force control apparatus.