WO2016121770A1

WO2016121770A1 - Driving force transmission apparatus

Info

Publication number: WO2016121770A1
Application number: PCT/JP2016/052212
Authority: WO
Inventors: 英佑細田; 元伸井狩
Original assignee: 本田技研工業株式会社
Priority date: 2015-01-28
Filing date: 2016-01-26
Publication date: 2016-08-04
Also published as: JPWO2016121770A1

Abstract

The present invention provides a driving force transmission apparatus which suppresses air suction through an inlet port for an actuation liquid using a simple structure when a vehicle is accelerated or decelerated. The driving force transmission apparatus (1) which is mounted in a vehicle (60) includes: a driving force transmission unit (10) that transmits driving force to the drive wheels of the vehicle (60); an actuation liquid supplying device (20) that supplies an actuation liquid to the driving force transmission unit (10); a reservoir (31) to which an inlet port (27a) of the actuation liquid supplying device (20) is provided, and which is capable of storing the actuation liquid; and a control device (50) that controls the actuation liquid supplying device (20). The actuation liquid supplying device is driven by an electric motor (23), and the control device (50) executes, when obtaining acceleration/deceleration information on the vehicle (60), a reduction control of reducing the rotation state amount of the electric motor (23) so as to be lower than that in a case where no acceleration/deceleration information is obtained.

Description

Driving force transmission device

The present invention relates to a driving force transmission device mounted on a vehicle, and more particularly to a driving force transmission device including an oil pump for hydraulic oil in a casing that houses a gear, a clutch, and the like for transmitting the driving force.

2. Description of the Related Art An automatic transmission provided in a vehicle or the like includes an oil pump that pumps supplied hydraulic oil (lubricating oil) disposed in a casing of a driving force transmission device such as a transmission or a differential device. In such an automatic transmission equipped with an oil pump, when the oil level in the casing is inclined by the inertial force at the time of acceleration / deceleration of the vehicle, the suction port (suction port) of the oil pump is exposed from the oil level in the casing. There is a case. As a result, air may be sucked from the suction port and air may be mixed into the hydraulic oil.

In order to cope with this problem, there is one that suppresses the air from being mixed into the hydraulic oil by stopping the operation of the actuator when the driving force is not required (for example, see Patent Document 1). However, in Patent Document 1, the actuator is started or stopped depending on whether or not a driving force is required, and the start or stop control is performed regardless of the behavior of the vehicle. In this case, inertia force is generated by acceleration / deceleration of the vehicle, and when the oil level of the working oil in the casing is tilted, control of air mixing suppression is not performed, and air may enter from the suction port of the oil pump.

Here, even if the hydraulic oil level in the casing is biased due to the acceleration / deceleration of the vehicle, an oil level adjustment box is placed around the suction port at the bottom of the oil reservoir so that the suction port is always immersed in the hydraulic fluid. (For example, refer to Patent Document 2). However, in this case, there is a problem that the structure around the suction port becomes complicated. In addition, when the vehicle is moving, air may be sucked together with the hydraulic oil from the suction port even if the suction port is not completely exposed. In general, when the vehicle is moving, the oil pump rotates at a high speed, and the suction force for sucking hydraulic oil is strong. This is because the possibility of sucking air around the oil surface together with oil is increased.

Japanese Patent Laid-Open No. 62-008830 JP 2011-007264 A

The present invention has been made in view of the above points, and an object of the present invention is to provide a driving force transmission device that suppresses inhalation of air from a working liquid suction port with a simple configuration when accelerating or decelerating a vehicle. Is to provide.

In order to solve the above problems, a driving force transmission device (1) according to the present invention is a driving force transmission device (1) mounted on a vehicle (60), and transmits the driving force to driving wheels of the vehicle. The working liquid supply device (20) for supplying the working liquid to the transmission unit (10), the driving force transmission unit (10), and the suction port (27a) of the working liquid supply device (20) are provided, and the working liquid And a control device (50) for controlling the working liquid supply device (20). The working liquid supply device (20) is driven by the electric motor (23), and the control device (50) executes reduction control for reducing the rotational state amount of the electric motor (23) when the vehicle acceleration / deceleration information is acquired, compared to when the acceleration / deceleration information is not acquired.

When acceleration / deceleration of the vehicle (60) is performed, the liquid level of the working liquid is tilted with respect to the horizontal plane of the storing part (31) due to the inertial force generated in the storing part (31). The liquid level is close to the suction port (27a). Here, when the control device (50) lowers the rotational speed of the electric motor (23) from the normal operation state by the lowering control, the suction force for the working liquid is lowered, and air near the liquid level is sucked from the suction port (27a). To suppress that. Moreover, it is not necessary to make the structure of the storage part (31) complicated in order to suppress air suction. Therefore, it is possible to suppress suction of air from the suction port for the working liquid with a simple configuration.

The driving force transmission device (1) further includes an acceleration sensor (GS) that detects acceleration / deceleration information of the vehicle (60), and the control device (50) has a detection value of the acceleration sensor (GS) of a predetermined value. The reduction control is executed when the value exceeds the value, and the reduction control is canceled when the detection value of the acceleration sensor (GS) returns to the predetermined value. The value of the acceleration sensor (GS) in which the liquid level of the working liquid approaches the suction port (27a) by acceleration / deceleration of the vehicle (60) is set in advance as a predetermined value, and the acceleration sensor (GS) of the acceleration sensor (GS) is accelerated by acceleration / deceleration of the vehicle (60). By performing the decrease control when the detected value exceeds a predetermined value, it is possible to reduce the suction force for the working liquid and suppress the suction of air near the liquid level from the suction port (27a). Further, when the acceleration sensor (GS) returns to a predetermined value, the reduction control is canceled, and the rotation speed of the electric motor (23) is controlled to return to the normal operation state. it can.

Alternatively, in the driving force transmission device (1), when the control device (50) acquires the operation information of the brake that brakes the driving wheel of the vehicle (60), the control device (50) executes the decrease control, The reduction control may be canceled when non-operation information is acquired after acquisition. When the brake is actuated, acceleration during deceleration acts on the vehicle (60), and the liquid level of the working liquid approaches the suction port (27a). The suction force can be reduced, and the suction of air near the liquid level from the suction port (27a) can be suppressed. Further, when the brake non-operation information is acquired, the optimum supply of the working liquid can be immediately performed by performing the control for canceling the lowering control.

In the driving force transmission device (1), the vehicle (60) detects the pressure of the working liquid in the flow path (21) between the driving force transmission unit (10) and the working liquid supply device (20). A pressure sensor (OS) is further provided, and the control device (50), after canceling the lowering control, when the detected value of the pressure sensor (OS) is less than a predetermined value, cancels the lowering control. It is good also as performing the raise control which raises the said rotation state quantity of an electric motor (23) rather than when the said detected value is more than the said predetermined value. If the steady value of the pressure of the working liquid is stored in the control device (50) in advance, if the value detected by the pressure sensor (OS) is less than or equal to the steady value, air is sucked into the flow path (21). There is a risk of it. Even in such a case, if the control device (50) performs the increase control to increase the rotation speed of the electric motor (23) from the normal operation state, the discharge of air from the flow path (21) is promoted. be able to.

In addition, the driving force transmission device (1) and the driving force transmission unit (10) extend in the width direction of the vehicle (60) and transmit the driving force to the left and right driving wheels of the vehicle (60) (5 ), A gear chamber (15) in which gears (3, 4) for transmitting driving force to the rotating shaft (5) are housed, and both sides of the gear chamber (15) in the axial direction of the rotating shaft (5). A clutch chamber (16) disposed in at least one of them and housing a clutch (CL, CR) for distributing a driving force transmitted from the rotating shaft (5) to the left and right driving wheels; The working liquid supply device (20) may supply the working liquid to the clutch chamber (16). Thus, it is preferable to apply the driving force transmission device (1) to a mechanism that uses the working liquid supply device (20), such as the clutch chamber (16) that distributes the driving force to the wheels in the vehicle (60). is there.
In addition, the code | symbol in said parenthesis has shown the code | symbol of the corresponding component of embodiment mentioned later as an example of this invention.

According to the driving force transmission device of the present invention, when accelerating or decelerating the vehicle, it is possible to suppress inhalation of air from the working liquid suction port with a simple configuration.

It is a figure showing the schematic structure of the four-wheel drive vehicle provided with the rear differential unit concerning the embodiment of the present invention. It is a main sectional view (sectional view in plan view) showing a rear differential. It is sectional drawing from the back side of a rear differential. FIG. 4 is a partial cross-sectional view from the side surface side of the rear differential, and is a cross-sectional view taken along line AA in FIG. 3. It is a conceptual diagram for demonstrating the structure which concerns on the supply of the hydraulic fluid in a rear differential unit. It is a flowchart which shows the suction suppression control based on an acceleration sensor. It is a flowchart which shows the suction suppression control based on a brake sensor. It is the figure which compared the oil level of the hydraulic fluid of the oil reservoir part at the time of vehicle deceleration.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present embodiment, an example in which the driving force transmission device of the present invention is applied to a rear differential unit (hereinafter referred to as “rear differential unit”) will be described. FIG. 1 is a diagram showing a schematic configuration of a four-wheel drive vehicle 60 including a rear differential unit according to an embodiment of the present invention. A vehicle 60 shown in the figure includes an engine 61 (drive source) mounted horizontally on the front portion of the vehicle 60, an automatic transmission 62 installed integrally with the engine 61, and a driving force from the engine 61 to a front wheel Wf. , Wf and the propeller shaft 65 for transmitting to the rear wheels Wr, Wr.

An output shaft (not shown) of the engine 61 includes an automatic transmission 62, a front differential (hereinafter referred to as “front differential”) 63, left and right

front drive shafts

64L and 64R, and left and right front wheels WfL as main drive wheels. , WfR. Further, the output shaft of the engine 61 includes an automatic transmission 62, a front differential 63, a propeller shaft 65, a rear differential unit 1 (driving force transmission device), and left and right

rear drive shafts

66L and 66R, which are auxiliary drive wheels. It is connected to the rear wheels WrL and WrR.

The rear differential unit 1 includes a rear differential (hereinafter referred to as “rear differential”) 10 as a driving force transmission unit for distributing driving force to the left and right

rear drive shafts

66L and 66R, and control of the rear differential 10 to the rear wheels. A 4WD • ECU 50 (control device) that performs control related to drive transmission is provided. The 4WD • ECU 50 is constituted by a microcomputer, and controls the rear differential unit 1 based on signals from various sensors mounted on the vehicle 60. As various sensors, for example, an acceleration sensor GS that detects acceleration due to acceleration / deceleration in the front-rear direction of the vehicle 60, a brake sensor BS that detects that a brake pedal has been depressed and transmits a brake signal, and an accelerator pedal that has been depressed An accelerator opening sensor AS that detects the opening degree and transmits a signal related to the accelerator, and a hydraulic pressure sensor OS (pressure sensor) that detects the oil pressure in the oil passage (flow path) of the working oil (working liquid) in the rear differential 10 are provided. The 4WD • ECU 50 determines the hydraulic oil supply unit 20 (actuation) in the rear differential 10 based on the control program stored in the ROM and each flag value and calculation value stored in the RAM in accordance with input information of various sensors. The amount of hydraulic oil supplied from the liquid supply device is calculated.

FIG. 2 is a main cross-sectional view (a cross-sectional view in plan view) showing the rear differential 10. FIG. 3 is a cross-sectional view from the back side of the rear differential 10. 4 is a partial cross-sectional view from the side of the rear differential 10, and is a cross-sectional view taken along the line AA in FIG.

2 to 4, the rear differential 10 includes a pinion shaft 2, a pinion gear 3 formed at the tip of the pinion shaft 2, and a ring gear 4 that meshes with the pinion gear 3. The pinion shaft 2 is coupled to a propeller shaft 65 that is rotationally driven by the driving force transmitted from the engine 61 (see FIG. 1).

The ring gear 4 is arranged coaxially with the

rear drive shafts

66L and 66R, and is attached to the outer periphery of a hollow rotary input shaft 5 (rotary shaft) extending in the width direction of the vehicle 60. Accordingly, when the pinion shaft 2 is rotationally driven via the engine and the propeller shaft, the driving force is transmitted to the rotational input shaft 5 via the pinion gear 3 and the ring gear 4 so that the rotational input shaft 5 rotates. It has become.

In the rotation input shaft 5, a left clutch CL that transmits a driving force between the rotation input shaft 5 and the left rear drive shaft 66 </ b> L is accommodated at an end portion on which the ring gear 4 is attached. The opposite end portion houses a right clutch CR that transmits a driving force between the rotary input shaft 5 and the right rear drive shaft 66R. For this reason, the rotation of the rotary input shaft 5 is transmitted to the left and right clutches CL and CR.

In the casing 11 of the rear differential 10, a gear chamber 15 disposed in the center in the axial direction of the rotary input shaft 5 is formed. A pair of clutch chambers 16 and a clutch chamber 17 are formed on both sides of the gear chamber 15. Thereby, the casing 11 of the rear differential unit 1 has a three-divided chamber structure including the gear chamber 15 and the pair of

clutch chambers

16 and 17.

The gear chamber 15 houses the pinion gear 3 and the ring gear 4, and the left and right

clutch chambers

16 and 17 have clutches CL and CR, respectively. The right clutch CR in the right clutch chamber 16 includes a substantially cylindrical clutch housing 41 coupled to the end of the rotary input shaft 5 and the end of the right rear drive shaft 66R on the inner peripheral side of the clutch housing 41. And a friction engagement portion 42 having a friction material (plate) in which a plurality of layers are alternately stacked along the axial direction in the clutch housing 41. Further, at a position adjacent to the friction engagement portion 42, a piston housing 44 formed integrally with the right side of the casing 11, a cylinder piston 45 housed in the piston housing 44, and a return spring for biasing the cylinder piston 47 is provided. A piston chamber 46 into which hydraulic oil is introduced is formed between the piston housing 44 and the cylinder piston 45. Although detailed description is omitted, the left clutch CL has the same configuration as the right clutch CR.

In the right clutch chamber 16, a hydraulic oil supply unit 20 including a valve body 21 (oil passage) and a linear solenoid valve 22 for supplying hydraulic oil to the clutch CL and the clutch CR is installed. The valve body 21 is supplied with hydraulic oil from an electric oil pump 24 that operates by driving a motor 23. Further, a hydraulic oil passage 25 is formed for guiding hydraulic oil from the valve body 21 and the linear solenoid valve 22 to the clutch CR. The hydraulic oil passage 25 is formed so as to guide the hydraulic oil discharged from the valve body 21 and the linear solenoid valve 22 to the clutch CR through the shaft of the rotary input shaft 5. In addition, although illustration is abbreviate | omitted, the hydraulic fluid which came out from the valve body 21 and the linear solenoid valve 22 passes along the axis | shaft of the rotation input shaft 5, and is also guide | induced to the clutch CL.

The gear chamber 15 has an oil reservoir 31 (reservoir) capable of storing hydraulic oil at the bottom 15 a, and an oil strainer 27 is installed in the oil reservoir 31. As shown in FIGS. 3 and 4, the oil strainer 27 has a suction port 27 a for sucking hydraulic oil on the lower surface, and the oil reservoir 31 of the bottom portion 15 a in the gear chamber 15 extends from the suction port 27 a. The stored hydraulic fluid is sucked in.

FIG. 5 is a conceptual diagram for explaining the configuration relating to the supply of hydraulic oil in the rear differential unit 1. A broken line indicates a signal path related to control, and a solid line indicates a path through which hydraulic oil is pumped. As described above, the hydraulic oil accumulated in the oil reservoir 31 at the bottom 15 a of the gear chamber 15 is sucked by the electric oil pump 24 from the suction port 27 a of the oil strainer 27. The hydraulic oil sucked in this way is sent to the

clutch chambers

16, 17, etc. by the electric oil pump 24 via the valve body 21 in which the oil passage is formed. Thereafter, the hydraulic oil again accumulates at the bottom 15 a of the gear chamber 15.

The electric oil pump 24 is driven by the motor 23. The motor 23 is controlled by the 4WD • ECU 50. Further, the 4WD • ECU 50 includes an acceleration sensor GS mounted on the vehicle 60, a brake sensor BS attached to a driver's brake, an accelerator opening sensor AS attached to the accelerator, and a hydraulic sensor OS attached to the valve body 21. Control is performed on the basis of signals from the above. Prior to the control, values that serve as the basis for control of the 4WD • ECU 50 are set. Specifically, with respect to the acceleration sensor GS, the oil level (liquid level) of the hydraulic oil is tilted by the acceleration of the vehicle 60, and the value at which the oil level approaches the suction port 27a is stored in the 4WD • ECU 50 as a predetermined value. deep. In addition, the hydraulic sensor OS is stored in the 4WD • ECU 50 as a steady-state value that is appropriately supplied with hydraulic oil from the hydraulic oil supply unit 20.

A specific control method of the 4WD • ECU 50 will be described with the above configuration. First, the case where the suction suppression control is performed using the detection result of the acceleration sensor GS when the vehicle 60 is accelerated will be described. FIG. 6 is a flowchart showing suction suppression control based on the acceleration sensor GS. When the value of the acceleration sensor GS exceeds a predetermined value due to the acceleration of the vehicle 60 (S11), an inertial force acts on the vehicle 60 due to the acceleration, and hydraulic oil is supplied to the suction port 27a of the oil strainer 27 in the oil reservoir 31. There is a risk that the oil level will approach. At this time, the 4WD • ECU 50 lowers the rotational speed of the motor 23 that drives the electric oil pump 24 from the normal operation state (S12). Then, the suction force from the suction port 27a of the oil strainer 27 in the oil reservoir 31 can be suppressed, and the intake of air near the oil level of the hydraulic oil can be suppressed. Next, when the vehicle 60 decelerates and the value of the acceleration sensor GS returns to a predetermined value or less (S13), the rotational speed of the motor 23 is returned to the normal operation state (S14). By controlling in this way, the optimum supply of hydraulic oil can be performed immediately.

In addition, after performing the above-described suction suppression control, the 4WD • ECU 50 uses the following procedure to check whether air has been sucked in using the hydraulic sensor OS. Specifically, when the hydraulic pressure sensor OS disposed in the valve body 21 becomes less than the steady value (S21), there is a possibility that air is sucked into the oil passage in the valve body 21. In this case, the 4WD • ECU 50 increases the rotational speed of the motor 23 that drives the electric oil pump 24 from the normal operation state (S22), and the hydraulic oil is pressure-fed from the hydraulic oil supply unit 20. Thereby, the discharge of air from the valve body 21 is promoted, and the hydraulic oil is reliably supplied by the hydraulic oil supply unit 20. Thereafter, when the value of the hydraulic pressure sensor OS returns to the steady value (S23), the rotational speed of the motor 23 is returned to the normal operation state (S24).

Next, the case where the suction suppression control is performed using the detection result of the brake sensor BS when the vehicle 60 is decelerated will be described. FIG. 7 is a flowchart showing the suction suppression control based on the brake sensor BS. When the driver steps on the brake when the vehicle 60 is decelerated, a signal from the brake sensor BS is input (ON state) (S31). At this time, the inertia force acts on the vehicle 60 due to deceleration by the brake, and the oil level of the hydraulic oil may approach the suction port 27a of the oil strainer 27 in the oil reservoir 31. Therefore, the 4WD • ECU 50 lowers the rotational speed of the motor 23 that drives the electric oil pump 24 from the normal operation state (S32). Then, the suction force from the suction port 27a of the oil strainer 27 in the oil reservoir 31 can be suppressed, and the intake of air near the oil level of the hydraulic oil can be suppressed. Next, when the brake of the vehicle 60 is released, the signal input from the brake sensor BS is released (OFF state) (S33). At this time, the 4WD • ECU 50 returns the rotational speed of the motor 23 to the normal operation state (S34). By controlling in this way, the optimum supply of hydraulic oil can be performed immediately. Thereafter, as in acceleration, the 4WD • ECU 50 uses the above-described procedure (S21 to S24) to check whether air has been sucked in using the hydraulic pressure sensor OS.

As described above, according to the rear differential unit 1 of the present embodiment, the 4WD • ECU 50 performs the control to lower the rotational speed of the motor 23 of the electric oil pump 24 from the normal operation state when the vehicle 60 is accelerated or decelerated. By doing, the suction force with respect to hydraulic fluid falls, and it suppresses sucking in the air near an oil surface from the suction inlet 27a. Further, it is not necessary to complicate the structure of the oil reservoir 31 for suppressing hydraulic oil. Therefore, it is possible to suppress suction of air from the hydraulic oil suction port with a simple configuration.

In addition, the value of the acceleration sensor GS where the hydraulic oil level approaches the suction port 27a due to acceleration / deceleration of the vehicle 60 is set in advance as a predetermined value, and electric power is applied when the acceleration sensor GS exceeds a predetermined value due to acceleration / deceleration of the vehicle 60. When the rotational speed of the motor 23 that drives the oil pump 24 is decreased and the acceleration sensor GS returns to a predetermined value, control for returning the rotational speed of the motor 23 to the normal operation state may be performed. By reducing the rotational speed of the motor 23 when the acceleration sensor GS exceeds a predetermined value due to acceleration / deceleration of the vehicle 60, the suction force against the hydraulic oil is reduced, and the suction of air near the oil level from the suction port 27a is suppressed. be able to. Further, when the acceleration sensor GS returns to the predetermined value, the optimum supply of hydraulic oil can be immediately performed by performing control to return the motor 23 rotation speed to the normal operation state.

Alternatively, the brake sensor BS that detects the brake signal of the vehicle 60 is provided, and when the brake signal from the brake sensor BS is input to the 4WD ECU 50, the rotation speed of the motor 23 that drives the electric oil pump 24 is normally set. Control may be performed to return the motor 23 rotation speed to the normal operation state when the input is lower than the operation state and the input of the brake signal from the brake sensor BS is cancelled. When the brake is stepped on, the vehicle 60 is accelerated at the time of deceleration, and the oil surface of the working oil approaches the suction port 27a. At this time, the suction of the working oil is reduced by lowering the rotation speed of the motor 23. It is possible to reduce the force and suppress the suction of air near the oil level from the suction port 27a. In addition, when the input of the brake sensor BS is released, the optimum supply of hydraulic oil can be immediately performed by performing control to return the rotational speed of the motor 23 to the normal operation state.

The effect of suction suppression control during deceleration will be described with reference to the drawings. FIG. 8 is a diagram comparing the oil level of the hydraulic oil in the oil reservoir 31 when the vehicle 60 is decelerated. In FIG. 8, the oil level L0 indicated by the alternate long and short dash line is the oil level of the working oil inclined by the inertial force during deceleration, and the operation when the oil level L1 indicated by the solid line performs the suction suppression control of this embodiment. This is the oil level, and the oil level L2 indicated by the broken line is the level of the hydraulic oil when the suction suppression control is not performed. When the vehicle 60 decelerates, an inertial force G acts in the forward direction of the vehicle 60, so that the hydraulic oil level L 0 moves in front of the oil reservoir 31, and the hydraulic oil level L 0 moves to the inlet 27 a of the oil strainer 27. Get closer to. Here, if the suction suppression control of the present embodiment is not performed, not only the hydraulic oil on the oil level L0 near the suction port 27a but also the air near the oil level L0 is sucked (see the state of the oil level L2). On the other hand, when the suction suppression control of the present embodiment is performed, since the suction force from the suction port 27a is reduced, it is possible to suppress suction of only hydraulic oil and suction of air in the vicinity of the oil level L0. (Refer to the state of the oil level L1).

In addition to the structure described above, the hydraulic oil sensor OS that detects the hydraulic pressure of the valve body 21 of the hydraulic oil supply unit 20 is provided, and the 4WD ECU 50 returns the rotational speed of the motor 23 that drives the electric oil pump 24 to the normal operation state. After that, when the hydraulic pressure sensor OS is equal to or less than the steady value, control may be performed to increase the rotation speed of the motor 23 from the normal operation state. If the steady value of hydraulic oil pressure is stored in advance in the 4WD • ECU 50, air may be sucked into the valve body 21 when the hydraulic pressure value by the hydraulic sensor OS is less than the steady value. I understand that. Even in such a case, if the 4WD • ECU 50 performs control to increase the rotational speed of the motor 23 from the normal operation state, the discharge of air from the valve body 21 can be promoted.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible. For example, in the above-described embodiment, the suction suppression control using the acceleration sensor GS is performed only when the vehicle 60 is accelerated, but the suction suppression control using the acceleration sensor GS may be performed during deceleration.

Further, in the above-described embodiment, the suction suppression control of the hydraulic oil when the vehicle 60 is decelerated is performed using the brake sensor BS attached to the brake. In contrast, the accelerator opening sensor attached to the accelerator is used. You may perform suction suppression control of the hydraulic fluid at the time of acceleration of a vehicle using AS. In this case, the inertial force acts on the vehicle 60 due to acceleration by the accelerator, and the oil level of the hydraulic oil may approach the suction port 27a of the oil strainer 27 in the oil reservoir 31. What is necessary is just to memorize | store in the 4WD * ECU50 by making into a predetermined value the opening degree of the accelerator opening degree sensor AS which this possibility produces.

In the embodiment, oil is used as the working liquid. However, other working liquid may be used as long as the driving force transmission unit can be actuated. “Acquisition” in the case of acquisition of information such as vehicle acceleration / deceleration information and brake operation information includes not only acquisition of data obtained by detection or measurement, but also estimation or prediction. It is a concept. Further, the rotational state quantity of the electric motor is a concept that includes a rotational speed in addition to the rotational speed.

Claims

A driving force transmission device mounted on a vehicle,
A driving force transmission unit for transmitting a driving force to the driving wheels of the vehicle;
A working liquid supply device for supplying a working liquid to the driving force transmission unit;
A suction port of the working liquid supply device is disposed, and a storage unit capable of storing the working liquid;
A control device for controlling the working liquid supply device,
The working liquid supply device is driven by an electric motor, and the control device is
A driving force transmission device that executes a reduction control that lowers the rotational state amount of the electric motor when the vehicle acceleration / deceleration information is acquired than when the acceleration / deceleration information is not acquired.
The vehicle further includes an acceleration sensor that detects the acceleration / deceleration information,
The controller is
When the detection value of the acceleration sensor exceeds a predetermined value, the decrease control is executed,
The driving force transmission device according to claim 1, wherein when the detected value of the acceleration sensor returns to the predetermined value, the decrease control is canceled.
The controller is
When the operation information of the brake that brakes the driving wheel of the vehicle is acquired, the lowering control is executed,
The driving force transmission device according to claim 1, wherein when the non-operation information is acquired after the operation information is acquired, the lowering control is released.
The vehicle further includes a pressure sensor that detects a pressure of the working liquid in a flow path between the driving force transmission unit and the working liquid supply device,
The controller is
When the detected value of the pressure sensor is less than a predetermined value after canceling the decrease control, the rotational state amount of the electric motor after the decrease control is cancelled is determined when the detected value is equal to or greater than the predetermined value. The driving force transmission device according to any one of claims 1 to 3, wherein the ascent control is performed so that the ascending control is further performed.
The driving force transmission unit is
A rotating shaft extending in the width direction of the vehicle and transmitting a driving force to the driving wheels;
A gear chamber in which a gear for transmitting a driving force to the rotating shaft is stored;
A clutch chamber that is disposed on at least one of both sides of the gear chamber in the axial direction of the rotating shaft and that accommodates a clutch for distributing a driving force transmitted from the rotating shaft to the driving wheel. And
5. The driving force transmission device according to claim 1, wherein the working liquid supply device supplies the working liquid to the clutch chamber. 6.