KR100802260B1 - Driving force distributor for vehicle - Google Patents

Abstract

An object of the present invention is to provide a driving force distribution device for a vehicle capable of exerting a rear wheel speed increasing function and a left and right driving force independent control function while ensuring a space between the transfer mechanism and the rear differential mechanism.

The driving force distribution device in which the left and right front wheels and the left and right rear wheels are driven by a drive source includes a transfer gear mechanism for distributing the power supplied from the engine 1 and the transmission 2 to the front wheels 6 and 7 and the rear wheels 15 and 16 ( 8) and a rear final gear mechanism 10 for transmitting power transmitted via the transfer gear mechanism 8 to the rear wheels 15 and 16, and between the rear final gear mechanism 10 and the left rear wheel 15. The second clutch 12 provided between the first clutch 11, the rear final gear mechanism 10 and the right rear wheel 16, and the output shaft of the transfer gear mechanism 8 (transfer gear mechanism of the propulsion shaft 9) 8) the rotational speed of the end] and the input shaft of the rear final gear mechanism 10 (the end of the rear final gear mechanism 10 side of the propulsion shaft 9) are the same, and via the engaged clutch. The speed of the outer circumference of the rear wheels (one of the rear wheels 15 and 16) to which power is transmitted is set in the outer circumference of the front wheels 6 and 7. It includes a speed increasing mechanism that makes the speed faster.

Drive force distribution device, transfer gear mechanism, transmission, clutch, propulsion shaft

Description

Driving force distribution device of vehicle {DRIVING FORCE DISTRIBUTOR FOR VEHICLE}

1 is a skeleton diagram showing a drive system of a four-wheel drive vehicle of a front wheel drive base to which a driving force distribution device of the first embodiment is applied;

Fig. 2 is a sectional view showing the rear final gear mechanism and the rear clutch mechanism of the rear wheel power transmission path of the first embodiment.

Fig. 3 is a cross-sectional view showing a conventional example of spline gear processing in the case where a partition wall is set at a central position of an inner surface of a cylindrical differential gear case.

Fig. 4 is a sectional view showing the spline gear machining in the case where a partition wall having a plurality of through holes is set at the inner surface center position of the cylindrical differential gear case in the first embodiment.

Fig. 5 is a sectional view showing the rear final gear mechanism and the rear clutch mechanism of the rear wheel power transmission path of the second embodiment.

Fig. 6 is a side view showing the positional relationship between the first motor of the first clutch and the second motor of the second clutch in the second embodiment.

Fig. 7 is a cross-sectional view showing a conventional example of the rear final gear mechanism and the rear clutch mechanism of the rear wheel power transmission path when the motor clutch is employed.

<Explanation of symbols for the main parts of the drawings>

1: engine

2: Transmission

6, 7: front wheel

8: transfer gear mechanism

10: rear final mechanism

11: first clutch

12: second clutch

15, 16: rear wheel

28: cylindrical differential gear case

30: partition wall

[Document 1] Japanese Unexamined Patent Publication No. 2-283529

Cross Reference of Related Application

This application claims the priority of Japanese Patent Application No. 2005-228982, filed August 8, 2005, the entire contents of which are hereby incorporated by reference.

The present invention belongs to the technical field of a driving force distribution device of a vehicle in which front wheels and rear wheels are driven by power from a power source.

Background Art Conventionally, there is a driving force distribution device for a vehicle having a front wheel power transmission path for transmitting power from a power source to the left and right front wheels, and a rear wheel power transmission path for transmitting power from the power source to the left and right rear wheels via a clutch. In such a device, a two-propulsion propulsion shaft is provided between the transfer mechanism on the front wheel side and the rear differential mechanism on the rear wheel side, a transmission is installed between the divided propulsion shafts, and the rear differential mechanism and the left and right rear wheels are connected via a clutch. The rear wheel power transmission path is constituted (see Patent Document 1, for example).

[Patent Document 1] Japanese Patent Application Laid-Open No. 2-283529

In the conventional drive force distribution device of the vehicle, the transmission device provided at the intermediate position of the propulsion shaft disposed between the transfer mechanism and the rear differential mechanism has a speed increase gear train, a constant speed clutch, and a speed increase clutch. The problem was that no other components could be placed between the rear differential mechanisms.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problem, and an object thereof is to provide a driving force distribution device for a vehicle capable of exerting a rear wheel increasing function and an independent left and right driving force control function while securing a space between the transfer mechanism and the rear differential mechanism.

In order to achieve the above object, in the present invention, the driving force distribution device of the vehicle in which the left and right front wheels and the left and right rear wheels are driven by a power source,

A transfer mechanism for distributing power from the power source to the left and right front wheels and the left and right rear wheels,

A rear differential mechanism for transmitting power transmitted from the power source via the transfer mechanism to the left and right rear wheels;

A first clutch provided between the rear differential mechanism and the left rear wheel;

A second clutch provided between the rear differential mechanism and the right rear wheel;

A control device for independently controlling the engagement state of the first clutch and the engagement state of the second clutch;

Power is transmitted via a clutch engaged in a state in which the rotational speed of the output shaft of the transfer mechanism and the rotational speed of the input shaft of the rear differential mechanism are the same and at least one of the first clutch and the second clutch is engaged. And a speed increasing mechanism that makes the outer circumference of the rear wheel to be faster than the outer circumference of the left and right front wheels.

Therefore, in the driving force distribution device of the vehicle of the present invention, a shift is not performed between the transfer mechanism and the rear differential mechanism on the rear wheel side, and the moving speed of the rear wheel can be made faster than the front wheel. That is, compared with the case where the transmission for shifting between the transfer mechanism and the rear differential mechanism on the rear wheel side is arranged, a space between the transfer mechanism and the rear differential mechanism can be secured to ensure a high degree of layout freedom.

EMBODIMENT OF THE INVENTION Hereinafter, the best form for implementing the drive force distribution apparatus of the vehicle of this invention is demonstrated based on 1st Example and 2nd Example which are shown in a figure.

First, the configuration will be described.

1 is a skeleton diagram showing a drive system of a four-wheel drive vehicle of a front wheel drive base to which the driving force distribution device of the first embodiment is applied; FIG. 2 is a rear final gear mechanism (rear differential mechanism) of the rear wheel power transmission path of the first embodiment; It is sectional drawing which shows a rear clutch mechanism.

As shown in FIG. 1, the driving force distribution device of the vehicle of the first embodiment includes an engine 1, a transmission 2, a front differential mechanism 3, a left front wheel drive shaft 4, and a right front wheel drive shaft ( 5), left front wheel 6, right front wheel 7, transfer gear mechanism 8 (transfer mechanism), propulsion shaft 9, rear final gear mechanism 10 (rear differential mechanism), A first clutch 11, a second clutch 12, a left rear wheel drive shaft 13, a right rear wheel drive shaft 14, a left rear wheel 15, and a right rear wheel 16 are provided.

The engine 1 and the transmission 2 constitute a power source. The front wheel power transmission path for transmitting the power from the power source to the left and right front wheels 6 and 7 includes the transmission output gear 17, the drive gear 18, and the power from the power source to the left and right front wheels 6 and 7. It consists of a front differential mechanism 3 which is equally distributed while allowing a differential, and a left front wheel drive shaft 4 and a right front wheel drive shaft 5 provided on both side gears 19, 20 of the front differential mechanism 3. .

The rear wheel power transmission path for transmitting power from the power source by the engine 1 and the transmission 2 to the left and right rear wheels 15 and 16 via the clutch is a transfer gear mechanism 8 on the front wheel side and a rear final on the rear wheel side. The gear mechanism 10 is connected via the propulsion shaft 9 only, the drive output portion of the rear final gear mechanism 10 is connected to the left rear wheel drive shaft 13 via the first clutch 11 and the rear final gear. It is comprised by connecting to the right rear wheel drive shaft 14 via the 2nd clutch 12 from the drive output part of the mechanism 10. FIG.

The transfer gear mechanism 8 includes an input gear 22 which rotates integrally with the differential gear case 21 of the front differential mechanism 3, a counter gear 23 meshing with the input gear 22, and A counter shaft 24 provided with a counter gear 23, a first ring gear 25 provided at an end portion of the counter shaft 24, and a first shaft gear 24 engaged with the first ring gear 25; It consists of the 1st hypoid gear 26 provided in the front-wheel side edge part.

The rear final gear mechanism 10 has a central axis about a second hypoid gear 27 (hyperoid gear) provided at an end of the propulsion shaft 9 and axles RL of the left and right rear wheels 15 and 16. It consists of the 2nd ring gear 29 (ring gear) which is fixed to the cylindrical differential gear case 28, and engages with the said 2nd hypoid gear 27. As shown in FIG.

The gear ratio TG of the transfer gear mechanism 8 and the gear ratio FG of the rear final gear mechanism 10 are set to increase gear ratios for increasing the rear wheels 15 and 16 rather than the front wheels 6 and 7. have. When the gear ratio is largely turned due to the turning round demand, the driving force transmission loss is reduced by suppressing the difference in the clutch input / output rotational speed from the left and right rear wheels 15 and 16 to the rear wheel which becomes the turning outer ring side. The rear wheels 15 and 16 are set to increase 2% to 5% more than the front wheels 6 and 7.

The said 1st clutch 11 and the 2nd clutch 12 are independent variable control type | mold clutches which change-control transmission torque independently from the exterior, respectively. The cylindrical differential gear case 28 is provided with a partition wall 30 at a central portion of the cylindrical inner surface, and the first clutch chamber 31 and the second clutch chamber 32 are spaced apart from the partition wall 30. The first clutch 11 is disposed in the first clutch chamber 31, and the second clutch 12 is disposed in the second clutch chamber 32.

As shown in Fig. 2, the first clutch 11 includes a first spline gear 33a formed on the inner surface of the first clutch chamber 31 of the cylindrical differential gear case 28, and the first clutch. A multi-plate clutch having a first main clutch plate 37 (first clutch plate) interposed between an end portion of the left rear wheel drive shaft 13 inserted into the seal 31. The first clutch 11 by this electromagnetic clutch has a first pilot clutch plate 35 for generating a restraint torque in accordance with a coil current command to the first electromagnet 34, and the first pilot clutch plate 35. And a first ball cam 36 for generating a cam force in accordance with the restraint torque, and a first main clutch plate 37 for generating a transmission torque by pressing in accordance with the cam force of the first ball cam 36.

As shown in Fig. 2, the second clutch 12 includes a second spline gear 33b formed on the inner surface of the second clutch chamber 32 of the cylindrical differential gear case 28, and the second clutch. A multiple plate clutch having a second main clutch plate 47 (second clutch plate) interposed between an end portion of the right rear wheel drive shaft 14 inserted into the seal 32. The second clutch 12 by the electromagnetic clutch has a second pilot clutch plate 45 for generating a restraint torque in accordance with a coil current command to the second electromagnet 44, and the second pilot clutch plate 45. It has a 2nd ball cam 46 which generate | occur | produces a cam force according to a restraint torque, and the 2nd main clutch plate 47 which produces | generates a transmission torque by the press according to the cam force of the said 2nd ball cam 46.

In Fig. 2, reference numerals 51 and 52 denote end portions of the cylindrical differential gear case 28, 53 denotes a unit housing, 54 and 55 denote bearings for supporting the end covers 51 and 52 on the unit housing 53, respectively. to be.

The cylindrical differential gear case 28 forms a plurality of through holes 30a penetrating the partition wall 30 in the axial direction, and covers only the portions of the plurality of through holes 30a over the entire length of the case. The common spline gear 33 of the spline gear 33a and the said 2nd spline gear 33b is formed. As the through holes 30a, for example, as shown in Fig. 4, four fan-shaped through holes at an enlarged angle of 45 degrees are formed at equal intervals in the circumferential direction.

Next, the operation will be described.

[About driving force distribution control action]

In the driving force distribution device of the first embodiment, as the driving force distribution control to the front and rear wheels, the first clutch 11 and the second clutch 12 are driven from the front wheel driving state in which the first clutch 11 and the second clutch 12 are opened. By strengthening the tightening force of the wheel, the distribution of the driving force to the rear wheel is gradually increased, so that the distribution of the front and rear is made less and less to strengthen the four-wheel driving tendency.

In addition, as the driving force distribution control to the left and right rear wheels 15 and 16, the first clutch 11 and the second clutch 12 are independently fastened and controlled to be uniformly distributed from 100 to 0 to 0 to 100 steplessly. One rear left and right distribution is performed.

The driving force distribution control for the front and rear and rear wheels is based on information such as a steering angle sensor, a lateral G sensor, a yaw rate sensor, a vehicle speed sensor, an accelerator opening sensor, and the like. The controller 101 of FIG. 1 detects the driving force distribution appropriately, and based on the calculation result, the first electromagnet 34 of the first clutch 11 and the second clutch 12 of FIG. This is performed by independently outputting the coil current command to the two electromagnets 35.

Therefore, for example, when the straight road is running at the traveling speed, the front wheel driving state in which the first clutch 11 and the second clutch 12 are opened is suppressed to minimize the loss and exhibits high fuel efficiency. Further, at the time of starting or straight acceleration, the driving force distribution to the rear wheel is gradually increased to strengthen the four-wheel driving tendency, thereby exhibiting high driving performance with reduced driving slip.

On the other hand, at the time of turning acceleration, since the rear wheel of the turning outer wheel side passes the trajectory outside of the average trajectory of the left and right front wheels 6 and 7 among the left and right rear wheels 15 and 16, the turning outer wheel side at the same rotation speed The rear wheels do not follow the front wheels, whereby a phenomenon occurs that the driving force cannot be efficiently transmitted to the rear wheels on the turning outer ring side. On the other hand, in the first embodiment, the rear wheels 15 and the rear wheels 6 and 7 are set by setting the gear ratio TG of the transfer gear mechanism 8 and the gear ratio FG of the rear final gear mechanism 10. 16), the driving force transmission loss due to the difference in the trajectory of the front and rear wheels during turning is reduced, and the turning motion performance of the vehicle is improved.

For example, when the right rear wheel 16 becomes the turning outer ring at the time of the left turn, the second clutch 12 is firmly fastened in a situation where the input / output rotation speed difference of the second clutch 12 is kept small due to the increase in speed. By opening or weakly tightening the first clutch 11, the drive torque of the left rear wheel 15 serving as the turning inner ring is low in the left and right rear wheels 15 and 16, and the driving torque of the right rear wheel 16 serving as the turning outer ring. The torque difference can be increased so that the yaw moment in the turning direction is generated around the center of gravity of the vehicle, thereby increasing the turning grayness.

Further, at the time of turning deceleration by accelerator-off, understeering around the center of gravity of the vehicle if the direction in which the vehicle behavior is stabilized by the torque difference in the left and right rear wheels 15 and 16, for example, the vehicle behavior tends to oversteer. Turning stability can be secured by performing a control to apply a torque difference to the left and right rear wheels 15 and 16 so that the yawing moment in the direction is generated.

In addition, during vehicle behavior control to avoid obstacles or the like by the emergency operation of the steering wheel or to deviate from the driving lane, the yaw moment in the direction to avoid the obstacle or the deviation from the driving lane is generated around the center of gravity of the vehicle. By performing the control to give the torque difference to (15, 16), it is possible to perform the assist assist from the obstacle or the deviation from the traveling lane.

[About spline gear processing]

When the rear clutch mechanism which has the 1st clutch 11 and the 2nd clutch 12 to the left and right, and each independently controls a driving force is comprised integrally in the cylindrical differential gear case 28, the cylindrical differential gear case 28 This requires a function of fitting the clutch plate and a function of accommodating the reaction forces of the first clutch 11 and the second clutch 12.

In order to satisfy the above functions, as shown in FIG. 3, a first spline gear and a second spline gear for fitting the clutch plate are formed on the inner surface of the case, and a partition wall is provided at the center for accommodating the clutch reaction force. In this case, the first spline gear and the second spline gear are formed by the phrase processing from both sides, respectively. However, in this case, this gear cutting process becomes two processes, and the workability of a spline gear becomes low so that processing of a spline gear only to the vicinity of a partition wall is possible. There is also a problem that the mass increases due to the partition wall having a thickness.

In contrast, in the driving force distribution device of the first embodiment, the cylindrical differential gear case 28 is formed with a plurality of through holes 30a penetrating in the axial direction in the partition wall 30 as shown in FIG. The common spline gear 33 of the 1st spline gear 33a and the 2nd spline gear 33b is formed only in the part of the through-hole 30a of the case over the whole case length. For this reason, this gear cutting process may be one process from one direction, and also the common spline gear 33 which is not interrupted including the part of the partition wall 30 can be processed, and the common spline gear 33 of the Workability is improved. In addition, by forming the through holes 30a in the partition wall 30 having the thickness, the mass can be reduced by the through holes 30a and the weight can be reduced.

Next, the effect will be described.

In the driving force distribution device of the vehicle of the first embodiment, the following effects can be obtained.

(1) A vehicle having a front wheel power transmission path for transmitting power from a power source to the left and right front wheels 6 and 7, and a rear wheel power transmission path for transmitting power from the power source to the left and right rear wheels 15 and 16 via a clutch. In the driving force distribution device of the above, the rear wheel power transmission path connects the transfer gear mechanism (8) on the front wheel side and the rear final gear mechanism (10) on the rear wheel side only via the propulsion shaft (9), and the rear final gear mechanism (10). From the drive output to the left rear wheel drive shaft 13 via the first clutch 11 and from the drive output of the rear final gear mechanism 10 through the second clutch 12 to the right rear wheel drive shaft ( 14) to increase the gear ratio TG of the transfer gear mechanism 8 and the gear ratio FG of the rear final gear mechanism 10 to increase the rear wheels 15, 16 rather than the front wheels 6, 7. With setting to increase gear ratio In addition, since the first clutch 11 and the second clutch 12 are independent variable controlled clutches that independently change and control the transmission torque from the outside, the first clutch 11 and the second clutch 12 are each independently secured to ensure high layout freedom, friction loss, cost, and weight. The rear wheel increasing function and the left and right driving force independent control function can be exhibited while reducing.

(2) Increase the gear ratio by the gear ratio TG of the transfer gear mechanism 8 and the gear ratio FG of the rear final gear mechanism 10 to the rear wheels 15 and 16 rather than the front wheels 6 and 7. Since the speed is set to increase from 5% to 5%, when the rear wheels 15 and 16 of the left and right rear wheels 15 and 16 are engaged in acceleration, the driving force transmission loss is appropriately reduced and the swing turning performance is improved when the clutch of the rear wheel that becomes the outer wheel is turned. Can be.

(3) The rear final gear mechanism 10 includes a second hypoid gear 27 provided at the end of the propulsion shaft 9 and axles RL of the left and right rear wheels 15 and 16 as a central axis. A second ring gear 29 is fixed to the cylindrical differential gear case 28 and meshes with the second hypoid gear 27. The cylindrical differential gear case 28 has a partition wall at a central portion of the inner surface of the cylinder. At the same time, the partition wall 30 is spaced apart to form a first clutch chamber 31 and a second clutch chamber 32, and the first clutch (31) is formed in the first clutch chamber (31). 11) and the second clutch 32 in the second clutch chamber 32, the first clutch is ensured by the partition wall 30 while the reaction force receiving function of both clutches 11 and 12 is secured. 11 and the second clutch 12 can be housed compactly in the cylindrical differential gear case 28.

(4) The first clutch 11 includes a first spline gear 33a formed on the inner surface of the first clutch chamber 31 of the cylindrical differential gear case 28 and the first clutch chamber 31. It is a multi-plate clutch which has the 1st main clutch plate 37 interposed between the edge part of the said left rear wheel drive shaft 13 inserted, and the said 2nd clutch 12 of the cylindrical differential gear case 28 is carried out. An agent interposed between the second spline gear 33b formed on the inner surface of the second clutch chamber 32 and an end of the right rear wheel drive shaft 14 inserted into the second clutch chamber 32. Since it is a multi-plate clutch having two main clutch plates 47, the cylindrical differential gear case 28 of the first clutch 11 and the second clutch 12 is secured while ensuring the function of fitting both clutch plates 37 and 47 together. It can be stored compactly inside.

(5) The cylindrical differential gear case 28 forms a plurality of through holes 30a penetrating in the partition wall 30 in the axial direction, and covers only part of the plurality of through holes 30a over the entire length of the case. Since the common spline gear 33 of the said 1st spline gear 33a and the said 2nd spline gear 33b was formed, the workability of spline processing can be improved and weight reduction can also be attained.

(6) The first clutch 11 and the second clutch 12 are pilot clutch plates 35 and 45 for generating a restraint torque in accordance with a coil current command to the electromagnets 34 and 44, and the pilot clutch plate. Ball cams 36 and 46 for generating a cam force in accordance with the restraint torque of (35, 45), and main clutch plates 37 and 47 for generating a transfer torque by pressing according to the cam force of the ball cams 36 and 46. In the case of comparing with the motor clutch or the hydraulic clutch, the first clutch 11 and the second clutch 12 can be compactly housed in the unit including the clutch control actuator.

The second embodiment is an example in which the first clutch and the second clutch are motorized clutches in which a motor is used as an actuator.

First, the configuration will be described. As shown in Fig. 5, the first clutch 11 includes a first ball cam 63 which generates a cam force via the first cam plate 62 in response to a driving command to the first motor 61, and It has the 1st clutch plate 64 which generate | occur | produces a transmission torque by the press according to the cam force of the 1st ball cam 63. As shown in FIG.

As shown in Fig. 5, the second clutch 12 includes a second ball cam 73 which generates a cam force via the second cam plate 72 in response to a driving command to the second motor 71; It has the 2nd clutch plate 74 which produces | generates a transmission torque by the press according to the cam force of the 2nd ball cam 73. As shown in FIG.

As shown in FIG. 5, the first motor 61 of the first clutch 11 and the second motor 71 of the second clutch 12 are the first motor shaft M1 and the second motor. The axis M2 is parallel to the axle RL of the left and right rear wheels 15 and 16, and as shown in Fig. 6, the engaged position on the circumference of the first cam plate 62 and the second cam plate 72 as shown in FIG. By differentiating, the arrangements overlap each other in the circumferential direction.

The first motor gear 65 and the first cam plate 62 provided on the motor shaft of the first motor 61 are engaged with each other via the first reduction gear 66. The second motor gear 75 and the second cam plate 72 provided on the motor shaft of the second motor 71 mesh with each other via the second reduction gear 76. In addition, since the other structure is the same as that of 1st Example, the same code | symbol is attached | subjected to a corresponding structure, and description is abbreviate | omitted.

Next, the operation will be described.

[2 motor settings]

When two motors are set without interfering with each other at the same position in the circumferential direction with respect to the two clutches of the first clutch and the second clutch, as shown in Fig. 7, the first motor gear and the second motor gear are moved inward. It arrange | positions in the orientation and arrange | positions the rear end part of a 1st motor and the rear end part of a 2nd motor toward an outer side, respectively. In this case, the space occupied by the two motors expands in the axial direction, and the layout freedom degree is lowered, such as a problem of interference with other members in the vicinity.

On the other hand, in the drive distribution device of the second embodiment, the two motor shafts M1 and M2 are parallel with the axle RL of the left and right rear wheels 15 and 16, and the first cam plate 62 and the second cam plate are also parallel to each other. By making the arrangements overlapping each other in the circumferential direction by changing the engagement positions on the periphery of the bite 72, the axial space occupied by the two motors as shown in FIG. This increases the degree of freedom in layout and avoids the problem of interference with other members in the vicinity. In addition, since it is the same as that of 1st Embodiment about a driving force distribution control action, description is abbreviate | omitted.

Next, the effect will be described.

In the driving force distribution device of the vehicle of the second embodiment, the following effects can be obtained in addition to the effects of (1) to (5) of the first embodiment.

(7) The first clutch 11 and the second clutch 12 are ball cams 63 and 73 which generate cam force via the cam plates 62 and 72 according to the driving instructions to the motors 61 and 71; And clutch plates 64 and 74 for generating a transmission torque by the press force of the cam forces of the ball cams 63 and 73, respectively, the first motor 61 of the first clutch 11 and the first agent. The second motor 71 of the second clutch 12 has two motor shafts M1 and M2 parallel to the axle RL of the left and right rear wheels 15 and 16, and the first cam plate 62 and the second. Since the engagement position on the periphery of the cam plate 72 was set to overlap each other in the circumferential direction, the 1st clutch 11 and the 2nd clutch 12 are accommodated compactly in a unit, employing a motor clutch, High layout degree of freedom can be secured.

As mentioned above, although the driving force distribution apparatus of the vehicle of this invention was demonstrated based on 1st Example and 2nd Example, about a specific structure, it is not limited to these Examples, of the invention concerning each claim of a claim Changes or additions to the design are permissible, unless departing from the gist.

In the first embodiment, an example of a solenoid clutch is shown as the first clutch and the second clutch, and an example of a motor clutch is shown in the second embodiment. However, a hydraulic clutch or the like may be used. The second clutch is not limited to the first and second embodiments as long as it is an independent variable control type clutch that independently changes and controls the transmission torque from the outside.

In the first and second embodiments, an example in which the first clutch and the second clutch are incorporated in the cylindrical differential gear case is shown. However, the first clutch and the second clutch may be set independently from the drive output of the rear final gear mechanism. In other words, if it is connected to the left rear wheel drive shaft from the drive output of the rear final gear mechanism via the first clutch, and is connected to the right rear wheel drive shaft from the drive output of the rear final gear mechanism via the second clutch. It is not limited to 2 Examples.

In the first and second embodiments, a driving force distribution device for an engine vehicle equipped with only an engine as a power source is shown. Can be. In short, the present invention can be applied to a driving force distribution device for a vehicle having a front wheel power transmission path for transmitting power from a power source to the left and right front wheels, and a rear wheel power transmission path for transmitting power from the power source to the left and right rear wheels via a clutch.

According to the present invention, it is possible to provide a driving force distribution device for a vehicle capable of exerting a rear wheel increasing function and a left and right driving force independent control function while securing a space between the transfer mechanism and the rear differential mechanism.

Claims (7)

In the driving force distribution device of a vehicle having a front wheel power transmission path for transmitting power from the power source to the left and right front wheels, and a rear wheel power transmission path for transmitting power from the power source to the left and right rear wheels through the clutch, The rear wheel power transmission path connects the transfer gear mechanism on the front wheel side and the rear final gear mechanism on the rear wheel side only via the propulsion shaft, connects the rear final gear mechanism and the left rear wheel drive shaft via a first clutch, and passes through a second clutch. Connecting the rear final gear mechanism and the right rear wheel drive shaft, At least one of the gear ratio of the transfer gear mechanism and the gear ratio of the rear final gear mechanism is set to be a speed increasing gear ratio for increasing the rear wheels from the front wheels, and the first clutch and the second clutch each independently transmit torque from the outside. A drive force distribution device for a vehicle, comprising an independent variable control clutch for changing control. 2. The driving force distribution device for a vehicle according to claim 1, wherein the gear ratio of the transfer gear mechanism and the gear ratio of the rear final gear mechanism are set to increase the rear wheel by 2% to 5% than the front wheel. The said rear final gear mechanism is fixed to the hypoid gear provided in the edge part of the said propulsion shaft, and the cylindrical differential gear case centered on the axle of the left and right rear wheels, Composed of interlocking ring gear, The cylindrical differential gear case is provided with a partition wall at a central position of the inner surface of the cylinder, and spaced apart from the partition wall to form a first clutch chamber and a second clutch chamber, The first clutch chamber is disposed in the first clutch chamber, and the second clutch is disposed in the second clutch chamber. 4. The first clutch of claim 3, wherein the first clutch is formed between a first spline gear formed on an inner surface of a first clutch chamber of the cylindrical differential gear case and an end portion of the left rear wheel drive shaft inserted into the first clutch chamber. It is a multi-plate clutch which has the 1st clutch plate interposed, The second clutch is a second clutch interposed between a second spline gear formed on an inner surface of a second clutch chamber of the cylindrical differential gear case and an end portion of the right rear wheel drive shaft inserted into the second clutch chamber. A driving force distribution device for a vehicle, characterized in that the multi-plate clutch having a plate. 5. The cylindrical spur gear as claimed in claim 4, wherein the cylindrical differential gear case has a plurality of through holes penetrating in the axial direction in the partition wall, and the first spline gear and the second over the entire length of the case only in portions of the plurality of through holes. A drive force distribution device for a vehicle, comprising a common spline gear of a spline gear. The said 1st clutch and the 2nd clutch are pilot clutch plates which generate | occur | produce a restraint torque according to the coil current instruction | command to an electromagnet, and a cam force is generated according to the restraint torque of the said pilot clutch plate. And a ball clutch and a main clutch plate for generating a transmission torque by the press according to the cam force of the ball cam. The said 1st clutch and the 2nd clutch are the ball cam which generate | occur | produce a cam force via the cam plate according to the drive command to a motor, and the transmission torque by the press force according to the cam force of the said ball cam. Each has a clutch plate to generate, The first motor of the first clutch and the second motor of the second clutch have two motor shafts parallel to the axle shafts of the left and right rear wheels, and by differently engaging positions on the periphery of the first cam plate and the second cam plate. A driving force distribution device for a vehicle, wherein the vehicle is arranged so as to overlap each other in the circumferential direction.

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