JP5891966B2 - Driving force transmission control device and four-wheel drive vehicle - Google Patents

Description

  The present invention relates to a driving force transmission control device that controls transmission of driving force in a vehicle, for example, and a four-wheel drive vehicle.

  As a conventional four-wheel drive vehicle, a mesh clutch is provided between the propeller shaft and the engine, and a torque coupling capable of controlling transmission torque is provided between the propeller shaft and the rear wheel as the auxiliary drive wheel. It is known (see, for example, Patent Document 1).

  In the four-wheel drive vehicle described in Patent Document 1, during propulsion of the two-wheel drive in which engine torque is transmitted only to the front wheels as the main drive wheels, the torque transmission by the meshing clutch and the torque coupling is interrupted to cut off the propeller shaft. The rotation is stopped, thereby reducing the power loss due to the rotation of the propeller shaft, thereby improving the fuel consumption. The meshing clutch transmits torque by engaging the meshing teeth of a pair of rotating members, and the torque coupling presses the multi-plate clutch by a cam mechanism operated by an electromagnetic clutch, and the inner clutch plate and the outer clutch plate Are configured to transmit torque by frictional engagement.

  In the four-wheel drive vehicle described in Patent Document 1, the control unit that controls the meshing clutch and the torque coupling reduces the time required for switching from the two-wheel drive state to the four-wheel drive state while reducing the time required for the four-wheel drive state. In order to suppress the shock and vibration at the time of switching to, control is performed as follows. That is, when switching from the two-wheel drive state to the four-wheel drive state, the control unit first increases the transmission torque by torque coupling to increase the rotation speed of the propeller shaft, and then reduces the transmission torque by torque coupling. The meshing clutch is engaged with the transmission torque reduced. Thereby, when the meshing clutch is engaged, the transmission torque due to the torque coupling is reduced. Therefore, even if the rotation speed of the propeller shaft is suddenly changed by the engagement of the meshing clutch, the impact is transmitted to the vehicle body. This can be suppressed.

JP 2011-255846 A

  By the way, in the four-wheel drive vehicle described in Patent Document 1, for example, in order to reduce drag torque between the inner clutch plate and the outer clutch plate during towing, a gap between the inner clutch plate and the outer clutch plate is provided. It is desirable to keep it wide. However, if the gap between the inner clutch plate and the outer clutch plate is widened, it takes time from the cam mechanism to operate until the inner clutch plate and the outer clutch plate frictionally engage and the transmission torque rises. It takes a long time to increase the rotation speed of the propeller shaft. For this reason, there is room for further improvement in shortening the time required for switching from the two-wheel drive state to the four-wheel drive state.

  Accordingly, an object of the present invention is to provide a driving force transmission control device capable of shortening the rising time of the transmission torque, and a four-wheel drive vehicle including the driving force transmission control device.

  In order to achieve the above object, the present invention provides a driving force transmission control device and a four-wheel drive vehicle according to (1) and (2).

(1) A driving force transmission control device for controlling a driving force transmitted between a first and a second driving force transmission member capable of relative rotation, wherein the first driving force transmission member is connected to the first driving force transmission member. A first rotating member, a second rotating member connected to the second driving force transmitting member, and arranged to be rotatable relative to the first rotating member on a rotation axis thereof; and the first rotating member. A first clutch plate disposed between a rotating member and the second rotating member, the relative rotation with respect to the first rotating member being restricted, and the relative rotation with respect to the second rotating member are restricted. A main clutch having a second clutch plate, a gap filling mechanism disposed on one side in the axial direction of the main clutch and closing the gap between the first and second clutch plates by operation thereof, and a shaft of the main clutch Other direction A first cam member that is restricted in relative rotation with the first rotating member, and a second cam member that is rotatable relative to the first cam member in a predetermined angle range, A cam mechanism in which the first cam member moves toward the main clutch by the relative rotation of the first cam member and the second cam member; the second cam member; and the second rotation member; A sub-clutch that is disposed between and transmits torque that causes the first cam member and the second cam member to relatively rotate to the second cam member by operation thereof, and a control unit that controls the gap filling mechanism and the sub-clutch. The control unit includes a first operation mode in which the sub-clutch is operated in a state where the gap filling mechanism is not operated, and a second operation mode in which the sub-clutch is operated in a state where the gap filling mechanism is operated. Behavior Driving force transmission control apparatus and a over de.

(2) A driving source that generates driving force for traveling of the vehicle, a pair of left and right main driving wheels to which driving force of the driving source is constantly transmitted, and torque of the driving source is transmitted according to the traveling state. A pair of left and right auxiliary drive wheels, a propeller shaft that transmits torque on the drive source side to the auxiliary drive wheel side, a first drive force transmission member on the auxiliary drive wheel side, and a second drive on the propeller shaft side A driving force transmission control device that controls a driving force transmitted to and from the force transmission member, the driving force transmission control device comprising: a first rotating member coupled to the first driving force transmission member; A second rotating member connected to the second driving force transmitting member and arranged to be rotatable relative to the first rotating member on a rotation axis thereof; the first rotating member; and the first rotating member. The first rotating part is disposed between the two rotating members. A main clutch having a first clutch plate whose relative rotation with respect to the second clutch plate and a second clutch plate whose relative rotation with respect to the second rotating member is restricted, and one of the main clutch in the axial direction, A gap filling mechanism that closes the gap between the first and second clutch plates by operation, and a first cam that is disposed on the other axial side of the main clutch and that is restricted from relative rotation with the first rotating member. And a second cam member that can rotate relative to the first cam member within a predetermined angle range, and the first cam member and the second cam member can rotate relative to each other. The cam member is disposed between the cam mechanism that moves toward the main clutch, the second cam member, and the second rotating member. A sub-clutch that transmits torque for rotating the first and second cam members relative to each other; a meshing clutch; the gap-packing mechanism; and a control unit that controls the sub-clutch; A four-wheel drive vehicle having a first operation mode in which the sub-clutch is operated in a state where the mechanism is not operated, and a second operation mode in which the sub-clutch is operated in a state where the gap filling mechanism is operated.

  According to the present invention, it is possible to shorten the rise time of the transmission torque in the driving force transmission control device. In addition, the time required for switching from the two-wheel drive state to the four-wheel drive state in the four-wheel drive vehicle can be shortened.

The block diagram which shows the schematic structure of the four-wheel drive vehicle which concerns on this Embodiment. The disassembled perspective view which shows the structural example of a driving force transmission apparatus. Sectional drawing of a driving force transmission device. (A) is a schematic diagram which shows the opposing surface with the main cam member in a pilot cam member. (B) is a schematic diagram which shows the opposing surface with the pilot cam member in a main cam member. It is explanatory drawing which shows the state which the main cam member and the pilot cam member rotated relatively. An input cam member is shown, (a) is a perspective view, (b) is a plan view, and (c) is a sectional view taken along line AA of (b). An output cam member is shown, (a) is a perspective view, (b) is a plan view, and (c) is a sectional view taken along line BB of (b). (A)-(c) shows the operation state of the cam member for an input in the 2nd cam mechanism, and the cam member for an output. The flowchart which shows an example of the process which a control part performs.

  FIG. 1 is a configuration diagram showing a schematic configuration of a four-wheel drive vehicle according to the present embodiment. The four-wheel drive vehicle 200 includes a drive force transmission system 201, an engine 202 as a drive source, a transmission 203, front wheels 204L and 204R as a pair of left and right main drive wheels to which the drive force of the engine 202 is constantly transmitted, and a traveling state. Accordingly, rear wheels 205L and 205R are provided as a pair of left and right auxiliary drive wheels to which the driving force of the engine 202 is transmitted. The engine 202 is an example of a drive source for traveling that starts and accelerates the four-wheel drive vehicle 200, but an engine and an electric motor may be used as the drive source. Further, instead of the engine, an electric motor may be used as a driving source for running the vehicle.

  The driving force transmission system 201 is disposed along with a front differential 206 and a rear differential 207 in a driving force transmission path from the transmission 203 side to the rear wheels 205L and 205R side in the four-wheel drive vehicle 200, and the vehicle body of the four-wheel drive vehicle 200 ( (Not shown).

  The driving force transmission system 201 includes a driving force transmission device 1, a propeller shaft 2, and a meshing clutch 3. The four-wheel drive state of the four-wheel drive vehicle 200 is changed to a two-wheel drive state, and the two-wheel drive state is changed to a four-wheel drive state. Each of the drive states can be switched. Here, the four-wheel drive state is a state in which the driving force of the engine 202 is transmitted to the front wheels 204L and 204R and the rear wheels 205L and 205R, and the two-wheel drive state is a state in which the driving force of the engine 202 is only the front wheels 204L and 204R. It is a state that is transmitted to. Details of the driving force transmission device 1 will be described later.

  The four-wheel drive vehicle 200 is equipped with a control device 90 that controls the driving force transmission device 1 and the meshing clutch 3. The driving force transmission device 1 and the control device 90 constitute a driving force transmission control device 9 that controls transmission of the driving force of the engine 202 to the rear wheels 205L and 205R.

  The front differential 206 includes side gears 209L and 209R connected to the front axle shafts 208L and 208R, a pair of pinion gears 210 that mesh with the side gears 209L and 209R at right angles to each other, and a pinion gear shaft 211 that supports the pair of pinion gears 210. , And a front differential case 212. The front differential case 212 houses a pinion gear shaft 211, a pair of pinion gears 210, and side gears 209L and 209R.

  The rear differential 207 includes side gears 214L and 214R connected to the axle shafts 213L and 213R on the rear wheel side, a pair of pinion gears 215 that mesh with the side gears 214L and 214R at right angles to each other, and a pinion gear shaft that supports the pair of pinion gears 215. 216 and a rear differential case 217. The rear differential case 217 accommodates a pinion gear shaft 216, a pair of pinion gears 215, and side gears 214L and 214R.

  The engine 202 drives the front wheels 204L and 204R by outputting a driving force to the axle shafts 208L and 208R on the front wheel side via the transmission 203 and the front differential 206.

  The engine 202 drives one rear wheel 205L by outputting a driving force to one rear wheel axle shaft 213L via the transmission 203, the meshing clutch 3, the propeller shaft 2, and the rear differential 207. The other rear wheel 205R is driven by outputting a driving force to the axle shaft 213R on the other rear wheel side through the transmission 203, the meshing clutch 3, the propeller shaft 2, the rear differential 207, and the driving force transmission device 1. .

  The propeller shaft 2 is disposed between the meshing clutch 3 and the rear differential 207. The propeller shaft 2 is configured to receive the driving force of the engine 202 from the front differential case 212 and transmit it from the front wheels 204L, 204R to the rear wheels 205L, 205R.

  A front wheel side gear mechanism 22 including a drive pinion 220 and a ring gear 221 that are meshed with each other is disposed at the front wheel side end of the propeller shaft 2. Further, a rear wheel side gear mechanism 23 including a drive pinion 230 and a ring gear 231 that are meshed with each other is disposed at the rear wheel side end of the propeller shaft 2.

  The meshing clutch 3 includes a first spline tooth portion 3a that cannot rotate with respect to the front differential case 212, a second spline tooth portion 3b that cannot rotate with respect to the ring gear 221, a first spline tooth portion 3a, and a second spline tooth portion 3a. It consists of a dog clutch having a sleeve 3c that can be spline fitted to the spline tooth portion 3b. The sleeve 3c moves forward and backward along the axle shaft 208R by an actuator (not shown) controlled by the control device 90. The meshing clutch 3 is provided between the propeller shaft 2 and the engine 202 in the driving force transmission path, and connects the first spline tooth portion 3a and the second spline tooth portion 3b so as not to rotate relative to each other during the operation. Then, the driving force of the engine 202 is transmitted to the propeller shaft 2 via the front differential case 212.

(Configuration of control device 90)
The control device 90 includes a storage unit 91 including storage elements such as a ROM (Read Only Memory) and a RAM (Random Access Memory), a CPU (Central Processing Unit) that operates according to a program stored in the storage unit 91, and the like. A motor control circuit 93 that supplies a drive current to a motor 5 of the driving force transmission device 1 described later, and an electromagnetic clutch control circuit 94 that supplies an excitation current to an electromagnetic clutch 8 of the driving force transmission device 1 described later. have. The control unit 92 controls the motor 5 and the electromagnetic clutch 8 by adjusting the drive current output from the motor control circuit 93 and the excitation current output from the electromagnetic clutch control circuit 94. Further, the control unit 92 outputs an operation signal of an actuator for moving the sleeve 3 c of the meshing clutch 3 forward and backward to control the meshing clutch 3.

  The control device 90 is connected to a sensor group that detects the operating state of each part of the four-wheel drive vehicle 200. This sensor group detects an accelerator opening degree sensor 901 that detects an amount of depression of an accelerator pedal 202 a operated by a driver, an engine speed sensor 902 that detects the speed of the engine 202, and a gear ratio of the transmission 203. A gear sensor 903, wheel speed sensors 904 to 907 for detecting the rotational speed of the left front wheel 204L, the right front wheel 204R, the left rear wheel 205L, and the right rear wheel 205R, and a rotational speed sensor 908 for detecting the rotational speed of the propeller shaft 2. It is comprised.

(Overall configuration of the driving force transmission device 1)
FIG. 2 is an exploded perspective view illustrating a configuration example of the driving force transmission device 1, and FIG. 3 is a cross-sectional view of the driving force transmission device 1. In FIG. 3, the upper side of the rotation axis O indicates the non-operating state of the second cam mechanism 12 described later, and the lower side of the rotation axis O indicates the operating state of the second cam mechanism 12.

  The driving force transmission device 1 is housed in a device case 4 fixed to the vehicle body, and includes a motor 5 as a motor, a cylindrical housing with a bottom 6, a main clutch 7, an electromagnetic clutch 8, a cylindrical inner shaft 10, The first cam mechanism 11 and the second cam mechanism 12 are provided.

  The driving force transmission device 1 and the control device 90 control the driving force transmitted between the side gear 214R (shown in FIG. 1) of the rear differential 207 and the rear axle axle shaft 213R (shown in FIG. 1). . The axle shaft 213R and the side gear 214R are relatively rotatable on the same axis when the driving force transmission device 1 is not in operation. The axle shaft 213R is an example of the first driving force transmission member of the present invention, and the side gear 214R is an example of the second driving force transmission member of the present invention.

  The inner shaft 10 is connected to the axle shaft 213R so as not to be relatively rotatable. The housing 6 is connected to the side gear 214R so as not to be relatively rotatable. The housing 6 can rotate relative to the inner shaft 10 on the rotation axis O of the inner shaft 10. The inner shaft 10 is an example of a first rotating member of the present invention, and the housing 6 is an example of a second rotating member of the present invention.

(Configuration of device case 4)
The device case 4 includes a case main body 40 having a housing space for the driving force transmission device 1 and a case lid 41 that closes an opening of the case main body 40. The case lid 41 is attached to the case main body 40 by a plurality of bolts 42. Lubricating oil (not shown) is sealed inside the device case 4.

  The case main body 40 has an attachment portion 401 for attaching the motor 5 that operates the second cam mechanism 12. The attachment portion 401 is provided with a through hole 401 a that opens in an axial direction parallel to the rotation axis O of the housing 6 and the inner shaft 10.

(Configuration of motor 5)
The motor 5 includes a stator 50, a rotating shaft 51, and a speed reduction mechanism (not shown). The rotational force of the rotation shaft 51 is decelerated by the reduction mechanism and output from the output shaft 52. Attachment of the motor 5 to the attachment portion 401 is performed using positioning pins 531 and bolts 532. A transmission member 54 is attached to the output shaft 52 via a coupler 55 for transmitting a rotational force as its operating force to the second cam mechanism 12.

  The transmission member 54 has an arc portion 541 having a predetermined radius of curvature and is accommodated in the apparatus case 4. External teeth 541 a are provided on the outer peripheral surface of the arc portion 541. The transmission member 54 is attached to the coupler 55 using a retaining ring 57. A seal member 58 is interposed between the outer peripheral surface of the connector 55 and the inner peripheral surface of the through hole 401a.

(Configuration of housing 6)
The housing 6 includes a cylindrical part 60 and a bottom part 61. The cylindrical portion 60 and the bottom portion 61 are engaged with an engaging recess 60 a formed at one end of the cylindrical portion 60 so that the protrusion 61 a of the bottom portion 61 is engaged and the relative rotation is restricted, and the protrusion 61 a and the flange portion 60 b of the cylindrical portion 60 are The bottom 61 is prevented from coming off by a retaining ring 62 interposed therebetween.

  A straight spline fitting portion 601 extending in parallel with the rotation axis O is formed on the inner peripheral surface of the cylindrical portion 60. The bottom 61 has a shaft 611 extending along the rotation axis O at the center thereof, and a side gear 214R (shown in FIG. 1) of the rear differential 207 is connected to an end 611a of the shaft 611. The bottom 61 is provided with an annular non-magnetic ring 121a (shown in FIG. 3) made of stainless steel or the like that prevents short-circuiting of magnetic flux by the electromagnetic coil 80 at a portion facing an electromagnetic coil 80 described later.

(Configuration of the inner shaft 10)
As shown in FIG. 3, the inner shaft 10 integrally includes first to third cylindrical portions 10 a to 10 c having different outer diameters. The first cylindrical portion 10a is formed between the second cylindrical portion 10b and the third cylindrical portion 10c, and the second cylindrical portion 10b is closer to the bottom 61 side of the housing 6 than the first cylindrical portion 10a. The 3rd cylindrical part 10c is formed in the edge part on the opposite side. The outer diameter of the first cylindrical portion 10a is set to be larger than the outer diameters of the second cylindrical portion 10b and the third cylindrical portion 10c, and between the first cylindrical portion 10a and the second cylindrical portion 10b. The step surface 10d is formed with a step surface 10e between the first cylindrical portion 10a and the third cylindrical portion 10c.

  The inner shaft 10 is formed with a straight spline fitting portion 101 extending in parallel with the rotation axis O on the outer peripheral surface of the first cylindrical portion 10a. Further, an annular flange portion 102 protruding outward in the radial direction is formed at the end portion of the first cylindrical portion 10a on the second cylindrical portion 10b side.

  Further, the inner shaft 10 is configured so that a plug body 30 for sealing lubricating oil is press-fitted therein and accommodates a front end portion of a rear wheel axle shaft 213R (shown in FIG. 1). . Axle shaft 213R on the rear wheel side is connected to inner shaft 10 so as not to be relatively rotatable and relatively movable by spline fitting. The inner shaft 10 is disposed between the bearing 31 disposed between the bottom portion 61 of the housing 6 and the second cylindrical portion 10b, and between the case lid 41 of the device case 4 and the third cylindrical portion 10c. The bearing 32 is rotatably supported. Further, a seal member 33 is disposed between the third cylindrical portion 10 c and the case main body 40 of the device case 4.

(Configuration of main clutch 7)
The main clutch 7 is a frictional multi-plate clutch having a plurality of inner clutch plates 70 and a plurality of outer clutch plates 71, and is disposed between the housing 6 and the inner shaft 10. The inner clutch plates 70 and the outer clutch plates 71 are alternately arranged along the rotation axis O, and each is formed by an annular friction plate. The inner clutch plate 70 is an example of the first clutch plate of the present invention, and the outer clutch plate 71 is an example of the second clutch plate of the present invention.

  The main clutch 7 is disposed between the first cam mechanism 11 and the second cam mechanism 12. That is, the second cam mechanism 12 is disposed on one side of the main clutch 7 in the axial direction, and the first cam mechanism 11 is disposed on the other side of the main clutch 7 in the axial direction.

  The main clutch 7 frictionally engages the inner and outer clutch plates of the inner clutch plate 70 and the outer clutch plate 71 that are adjacent to each other by the pressing force from the first cam mechanism 11 and the second cam mechanism 12. Further, the frictional engagement is released, and the housing 6 and the inner shaft 10 are connected so as to transmit torque.

  As shown in FIG. 2, the inner clutch plate 70 has a straight spline fitting portion 70 a on the inner periphery thereof, and the straight spline fitting portion 70 a is fitted to the straight spline fitting portion 101 of the inner shaft 10. ing. As a result, the inner clutch plate 70 is connected to the inner shaft 10 such that relative rotation with respect to the inner shaft 10 is restricted, and relative movement in the axial direction is possible with respect to the inner shaft 10. The inner clutch plate 70 is formed with a plurality of through holes 70b.

  The outer clutch plate 71 has a straight spline fitting portion 71 a on the outer periphery thereof, and the straight spline fitting portion 71 a is fitted to the straight spline fitting portion 601 of the housing 6. As a result, the outer clutch plate 71 is connected to the housing 6 so that the relative rotation with respect to the housing 6 is restricted, and the outer clutch plate 71 can move relative to the housing 6 in the axial direction.

(Configuration of electromagnetic clutch 8)
The electromagnetic clutch 8 includes an electromagnetic coil 80, an armature 81, a plurality of outer clutch plates 82, a plurality of inner clutch plates 83, and a yoke 84. The plurality of outer clutch plates 82 and the plurality of inner clutch plates 83 are alternately arranged along the rotation axis O between the electromagnetic coil 80 and the armature 81. The plurality of outer clutch plates 82 and the plurality of inner clutch plates 83 are formed by an annular friction plate made of a magnetic material, and prevent a short circuit of magnetic flux by the electromagnetic coil 80 between each outer peripheral portion and inner peripheral portion. A plurality of arc-shaped grooves are formed. The electromagnetic clutch 8 is an example of a sub-clutch of the present invention.

  The electromagnetic coil 80 is held by a yoke 84 made of a magnetic material, and is disposed so as to sandwich the bottom 61 of the housing 6 between the plurality of outer clutch plates 82 and the plurality of inner clutch plates 83.

  The armature 81 has a straight spline fitting portion 81 a on the outer peripheral portion thereof, and the straight spline fitting portion 81 a is fitted to the straight spline fitting portion 601 in the cylindrical portion 60 of the housing 6. Further, the outer clutch plate 82 has a straight spline fitting portion 82 a on the outer peripheral portion thereof, and this straight spline fitting portion 82 a is fitted to the straight spline fitting portion 601. As a result, the armature 81 and the outer clutch plate 82 are restricted from rotating relative to the housing 6 and can move relative to the housing 6 in the axial direction.

  The inner clutch plate 83 has a straight spline fitting portion 83a on its inner peripheral portion, and this straight spline fitting portion 83a is a straight spline fitting portion 110a of a pilot cam member 110 of the first cam mechanism 11 described later. Is fitted. As a result, the inner clutch plate 83 is restricted from rotating relative to the pilot cam member 110 and can move relative to the pilot cam member 110 in the axial direction.

  The yoke 84 has an annular housing space for housing the electromagnetic coil 80, is supported by the shaft portion 611 of the housing 6 via the bearing 34, and is prevented from rotating around the case body 40 of the device case 4 by the pin 841. An O-ring 35 is disposed between the yoke 84 and the case main body 40, and a seal member 36 is disposed between the yoke 84 and the shaft portion 611.

  The electromagnetic coil 80 is operated by an excitation current supplied from an electromagnetic clutch control circuit 94 (shown in FIG. 1) of the control device 90. When an exciting current is supplied to the electromagnetic coil 80, the magnetic path including the yoke 84, the inner and outer peripheral portions of the nonmagnetic ring 121 a at the bottom 61 of the housing 6, the outer clutch plate 82, the inner clutch plate 83, and the armature 81. Magnetic flux is generated in M, and the armature 81 is drawn toward the electromagnetic coil 80 side. As a result, the plurality of outer clutch plates 82 and the plurality of inner clutch plates 83 are pressed in the direction of the rotation axis O and frictionally slid. Thereby, the rotational force of the housing 6 is transmitted to the pilot cam member 110 via the plurality of outer clutch plates 82 and the plurality of inner clutch plates 83.

(Configuration of the first cam mechanism 11)
The first cam mechanism 11 includes a pilot cam member 110, a main cam member 111 parallel to the pilot cam member 110 along the rotation axis O, and a plurality of spherical shapes interposed between the main cam member 111 and the pilot cam member 110. The rolling member 112 is provided. The plurality of rolling members 112 are held by the retainer 116. The main cam member 111 is an example of the first cam member of the present invention, and the pilot cam member 110 is an example of the second cam member of the present invention.

  FIG. 4A (a) is a schematic diagram showing a surface of the pilot cam member 110 facing the main cam member 111. FIG. FIG. 4A (b) is a schematic diagram showing a surface of the main cam member 111 facing the pilot cam member 110. FIG. FIG. 4B is an explanatory view showing a state in which the main cam member 111 and the pilot cam member 110 are relatively rotated. In FIG. 4B, the main cam member 111 and the retainer 116, as well as a later-described protrusion 110c of the pilot cam member 110 are illustrated.

  The pilot cam member 110 has a straight spline fitting portion 110 a that fits to the straight spline fitting portion 83 a of the inner clutch plate 83 on the outer peripheral portion thereof. Further, the pilot cam member 110 is restricted from moving in one direction (bottom 61 side) along the rotation axis O by a needle roller bearing 113 disposed between the flange portion 102 of the inner shaft 10. .

  The pilot cam member 110 is provided with a plurality of cam grooves 110 b on the surface facing the main cam member 111. The plurality of cam grooves 110b are formed by concave grooves that gradually become shallower in the axial direction along the circumferential direction of the pilot cam member 110 from the neutral position.

  The pilot cam member 110 has a plurality of (three in this embodiment) projections 110c between cam grooves 110b adjacent in the circumferential direction. The protrusion 110 c protrudes toward the main cam member 111 in parallel with the rotation axis of the pilot cam member 110.

  The main cam member 111 has an annular plate-like clutch plate pressing portion 111 a and is disposed on the inner shaft 10 so as to be relatively movable along the rotation axis O. The main cam member 111 is provided with a plurality of (six in this embodiment) cam grooves 111 b on the surface facing the pilot cam member 110. The plurality of cam grooves 111b are formed by concave grooves that gradually become shallower in the axial direction along the circumferential direction of the main cam member 111 from the neutral position.

  The main cam member 111 has a plurality (six in this embodiment) of oil holes 111c that open in a direction parallel to the rotation axis O, and a plurality (six in this embodiment) of pin mounting holes 111d. The main cam members 111 are alternately arranged at equal intervals in the circumferential direction.

  As shown in FIGS. 2 and 3, a cylindrical guide pin 115 is attached to each of the plurality of pin attachment holes 111d. These guide pins 115 guide the spring force of the return spring 114 interposed between the main cam member 111 and the pressing member 122 facing the main cam member 111 with the main clutch 7 interposed therebetween. The return spring 114 is a coil spring, and a guide pin 115 is inserted through the inner periphery thereof. One end of each of the plurality of guide pins 115 is fixed to the pin mounting hole 111 d by press-fitting or the like, and is arranged so as to be parallel to each other along the rotation axis O, and is inserted into the through hole 70 b of the inner clutch plate 70. As a result, the spring force of the return spring 114 acts in a direction in which the main cam member 111 and the pressing member 122 are separated from each other, and the two clutch plates adjacent to each other between the inner clutch plate 70 and the outer clutch plate 71 during two-wheel drive. Secure the gap.

  Further, the main cam member 111 is formed with a straight spline fitting portion 111 e that fits the straight spline fitting portion 101 on the inner peripheral surface through which the inner shaft 10 is inserted. As a result, the main cam member 111 is restricted from rotating relative to the inner shaft 10 and is relatively movable in the axial direction with respect to the inner shaft 10.

  The main cam member 111 is formed with a plurality of (three in this embodiment) projections 111f between cam grooves 111b adjacent in the circumferential direction. The protrusion 111f protrudes toward the pilot cam member 110 in parallel with the rotation axis of the main cam member 111.

  The retainer 116 includes a ring-shaped main body 116a and a plurality of pairs of first and second protrusions 116b and 116c protruding inward from the main body 116a. In the present embodiment, the retainer 116 has six pairs of first and second protrusions 116b and 116c, and one rolling member 112 is rotatable between the first protrusion 116b and the second protrusion 116c. Is held in.

  When the pilot cam member 110 rotates relative to the main cam member 111 in one circumferential direction, the projection 110c of the pilot cam member 110 contacts the first projection 116b of the retainer 116 and the main cam member as shown in FIG. 4B. The protrusion 111 f of 111 abuts on the second protrusion 116 c of the retainer 116, thereby restricting relative rotation between the pilot cam member 110 and the main cam member 111. When the pilot cam member 110 rotates relative to the other of the main cam member 111 in the circumferential direction, the projection 110c of the pilot cam member 110 contacts the second projection 116c of the retainer 116, and the projection 111f of the main cam member 111 Abutting against the first protrusion 116b of the retainer 116, the relative rotation between the pilot cam member 110 and the main cam member 111 is thereby restricted. That is, the pilot cam member 110 and the main cam member 111 are relatively rotatable in a predetermined angular range in which the protrusion 110c and the protrusion 111f do not contact the first and second protrusions 116b and 116c.

  The rolling member 112 is disposed between the cam groove 110b of the pilot cam member 110 and the cam groove 111b of the main cam member 111, and is held by the retainer 116 so that it can roll.

In the first cam mechanism 11, the main cam member 111 moves to the main clutch 7 side by the relative rotation of the pilot cam member 110 and the main cam member 111. In addition, the electromagnetic clutch 8 transmits torque that causes the pilot cam member 110 and the main cam member 111 to rotate relative to each other. That is, the first cam mechanism 11 generates a rotational force from the housing 6 transmitted by the frictional force between the outer clutch plate 82 and the inner clutch plate 83 disposed between the pilot cam member 110 and the housing 6. It is converted into a pressing force (first cam thrust) P ₁ as a clutch force of the main clutch 7 by a cam action caused by rolling of the rolling member 112 in the grooves 110b and 111b.

This pressing force P ₁ changes according to the frictional force between the outer clutch plate 82 and the inner clutch plate 83, that is, according to the exciting current supplied to the electromagnetic coil 80. That is, the control device 90 can control the pressing force P ₁ of the main clutch 7 by increasing or decreasing the excitation current supplied from the electromagnetic clutch control circuit 94 to the electromagnetic coil 80.

(Configuration of the second cam mechanism 12)
The second cam mechanism 12 has a pair of cam members (an input cam member 120 and an output cam member 121) that can relatively rotate on the rotation axis O. The input cam member 120 and the output cam member 121 are arranged in parallel along the rotation axis O. The input cam member 120 receives from the motor 5 the rotational force that is the operating force of the second cam mechanism 12 and rotates relative to the output cam member 121. The second cam mechanism 12 is an example of a gap filling mechanism of the present invention.

Then, the second cam mechanism 12 operates to cause the input cam member 120 and the output cam member 121 to rotate relative to each other, and the output cam member 121 presses the pressing member 122 against the main clutch 7. generating a second cam thrust P ₂ filling the gap between the clutch plate 70 and the outer clutch plates 71. As a result, the lubricating oil interposed between the inner clutch plate 70 and the outer clutch plate 71 is discharged through the through hole 70b of the inner clutch plate 70, and the gap between the inner clutch plate 70 and the outer clutch plate 71 is shortened. Is done.

  The pressing member 122 has an annular shape through which the inner shaft 10 is inserted, and a straight spline fitting portion 122 a that fits the straight spline fitting portion 101 of the inner shaft 10 is formed on the inner peripheral portion thereof. As a result, the pressing member 122 is restricted from rotating relative to the inner shaft 10 and is relatively movable in the axial direction with respect to the inner shaft 10. A pressing surface 122 b on the main clutch 7 side of the pressing member 122 faces the outer clutch plate 71.

  5A and 5B show the input cam member 120. FIG. 5A is a perspective view, FIG. 5B is a plan view, and FIG. 5C is a cross-sectional view taken along line AA in FIG.

  The input cam member 120 includes an annular portion 123 through which the inner shaft 10 is inserted, a plurality of (six in this embodiment) convex portions 124 that protrude from the annular portion 123 toward the output cam member 121, and It integrally has a fan-shaped gear portion 125 protruding outward from a part of the outer peripheral surface of the annular portion 123.

  The annular portion 123 has a side surface 123a parallel to the circumferential direction of the rotation axis O, and the convex portion 124 is formed so as to protrude from the side surface 123a. The convex portion 124 has a trapezoidal cross section, and has a flat surface 124a parallel to the side surface 123a at the top. An inclined surface 124b that is inclined with respect to the side surface 123a and a vertical surface 124c that is orthogonal to the side surface 123a are interposed between the side surface 123a and the flat surface 124a. The inclined surface 124 b is formed at one end portion of the flat surface 124 a in the circumferential direction of the annular portion 123, and the vertical surface 124 c is formed at the other end portion of the flat surface 124 a in the circumferential direction of the annular portion 123. An angle θ (see FIG. 5C) formed by the side surface 123a and the inclined surface 124b is an obtuse angle, for example, 150 °.

  The inclined surface 124b and the flat surface 124a are formed continuously in the circumferential direction of the rotation axis O. The inclined surface 124b is inclined with respect to the circumferential direction of the rotation axis O, and the flat surface 124a is parallel to the circumferential direction of the rotation axis O.

  As shown in FIG. 3, the input cam member 120 is connected to the transmission member 54 by a gear mechanism 56. More specifically, the external teeth 125a formed on the outer peripheral surface of the gear portion 125 in the input cam member 120 mesh with the external teeth 541a of the arc portion 541 in the transmission member 54, and the external teeth 125a and the external teeth 541a The input cam member 120 and the transmission member 54 are connected by the gear mechanism 56 configured.

  Further, the input cam member 120 is supported by an annular receiving member 37 fitted to the outer peripheral side of the inner shaft 10 via a needle roller bearing 38 and is rotatably arranged with respect to the inner shaft 10. Yes. The receiving member 37 is disposed between the step surface 10 e and the bearing 32 through the third cylindrical portion 10 c of the inner shaft 10. The input cam member 120 is restricted from moving in the direction along the rotation axis O by the receiving member 37.

  6A and 6B show the output cam member 121, where FIG. 6A is a perspective view, FIG. 6B is a plan view, and FIG. 6C is a cross-sectional view taken along line BB in FIG.

  The output cam member 121 includes an annular portion 126 through which the inner shaft 10 is inserted, and a plurality (six in this embodiment) of protrusions protruding from the annular portion 126 toward the annular portion 123 of the input cam member 120. The portion 127 and a plurality (three in this embodiment) of protrusions 128 formed integrally on the outer peripheral side of some of the plurality of protrusions 127 are integrally provided. In the example shown in FIG. 6, every other convex portion 127 on which the protrusion 128 is formed is arranged in the circumferential direction of the annular portion 126.

  The annular portion 126 has a side surface 126a parallel to the circumferential direction of the rotation axis O, and the convex portion 127 is formed to protrude from the side surface 126a. The convex portion 127 has a trapezoidal cross section, and has a flat surface 127a parallel to the side surface 126a at the top. Between the flat surface 127a and the side surface 126a, an inclined surface 127b inclined with respect to the side surface 126a and a vertical surface 127c orthogonal to the side surface 126a are interposed. The inclined surface 127 b is formed at one end of the flat surface 127 a in the circumferential direction of the annular portion 126, and the vertical surface 127 c is formed at the other end of the flat surface 127 a in the circumferential direction of the annular portion 126. The angle θ formed by the side surface 126a and the inclined surface 127b is the same angle as the angle θ (see FIG. 4C) formed by the side surface 123a and the inclined surface 124b in the input cam member 120.

  The inclined surface 127b and the flat surface 127a are formed continuously in the circumferential direction of the rotation axis O. The inclined surface 127b is inclined with respect to the circumferential direction of the rotation axis O, and the flat surface 127a is parallel to the circumferential direction of the rotation axis O.

  The output cam member 121 is restricted in relative rotation with respect to the case main body 40 by the plurality of protrusions 128 being engaged with the grooves 411 formed in the case main body 40 of the device case 4. The groove portion 411 is formed so as to extend along the rotation axis O, whereby the cam member 121 for output can move in the axial direction within the case body 40 along the rotation axis O.

A needle roller bearing 129 is disposed between the output cam member 121 and the pressing member 122. As a result, the output cam member 121 outputs the second cam thrust P ₂ to the main clutch 7 via the needle roller bearing 129 and the pressing member 122.

  FIG. 7A shows a state in which the output cam member 121 is at the most retracted position (hereinafter referred to as “first position”) from the main clutch 7, and FIG. 7C shows the output cam member 121. Indicates a state in which the most moved to the main clutch 7 side (hereinafter referred to as “second position”). FIG. 7B shows a state where the output cam member 121 is between the first position and the second position.

  As shown in FIG. 7A, when the output cam member 121 is in the first position, the convex portion 124 of the input cam member 120 and the convex portion 127 of the output cam member 121 are rotational axes. Alternatingly disposed along the circumferential direction of O, the gap between the inner clutch plate 70 and the outer clutch plate 71 is maximized, resulting from the lubricating oil interposed between the inner clutch plate 70 and the outer clutch plate 71. Drag torque is minimized.

When the motor 5 rotates from the state shown in FIG. 7A, the input cam member 120 is rotated with respect to the output cam member 121 by the torque, and as shown in FIG. The inclined surface 124b of the convex portion 124 of the cam member 120 and the inclined surface 127b of the convex portion 127 of the cam member 121 for output slide. By sliding between the inclined surface 124b and the inclined surface 127b, the output cam member 121 moves to the main clutch 7 side. That is, the output cam member 121 moves to the second position by sliding of the inclined surfaces (the inclined surface 124b and the inclined surface 127b) accompanying the rotation of the motor 5. Thus, the second cam thrust P ₂ is generated, the gap between the inner clutch plates 70 and the outer clutch plates 71 is reduced.

When the motor 5 further rotates after the output cam member 121 moves to the first position, as shown in FIG. 7C, the flat surface 124a of the convex portion 124 of the input cam member 120 is output. It contacts the flat surface 127a of the convex portion 127 of the cam member 121. In this state, even if the cam member 121 for output receives a reaction force from the main clutch 7 second cam thrust P _2, because the reaction force is not converted into a force that rotates the cam member 120 for input, the The input cam member 120 is not rotated by the reaction force of the _second cam thrust P2. That is, the flat surfaces (the flat surface 124a and the flat surface 127a) face each other and come into contact with each other by the further rotation of the motor 5 in the first rotation direction after the output cam member 121 has moved to the first position, and the output The movement of the first cam member 121 from the first position to the second position is restricted.

  When the motor 5 rotates in the opposite direction, the input cam member 120 rotates in the opposite direction with respect to the output cam member 121, and the output cam member 121 springs the return spring 114. Move to the first position by force.

  The rotation direction and torque of the motor 5 are controlled by the control unit 92 of the control device 90. The controller 92 adjusts the direction and magnitude of the drive current supplied from the motor control circuit 93 to the motor 5 to control the rotation direction and torque of the motor 5.

(Operation of the driving force transmission control device 9)
Next, the operation of the driving force transmission control device 9 will be described with reference to FIGS.

  The control unit 92 includes a first operation mode in which the electromagnetic clutch 8 is operated in a state where the second cam mechanism 12 is not operated, and a second operation mode in which the electromagnetic clutch 8 is operated in a state where the second cam mechanism 12 is operated. Operating modes.

  In the first operation mode, even when the first cam mechanism 11 is operated and the main cam member 111 moves to the main clutch 7 side, a gap between the inner clutch plate 70 and the outer clutch plate 71 is secured, and the main clutch No transmission of the driving force by 7 is performed substantially. In this first operation mode, the frictional force between the outer clutch plate 82 and the inner clutch plate 83 of the electromagnetic clutch 8 causes the housing 6 to be connected via the pilot cam member 110, the rolling member 112, and the main cam member 111. Driving force is transmitted to and from the inner shaft 10. That is, even if the main cam member 111 moves to the main clutch 7 side by the cam action due to the rolling of the rolling member 112 in the cam grooves 110b and 111b, the friction force between the inner clutch plate 70 and the outer clutch plate 71 is not generated. The relative rotation between the housing 6 and the inner shaft 10 is suppressed by the torque transmitted by the electromagnetic clutch 8. In the first operation mode, the relative rotation between the pilot cam member 110 and the main cam member 111 is restricted by the protrusion 110c and the protrusion 111f (shown in FIG. 4).

  In the second operation mode, the second cam mechanism 12 operates, and the electromagnetic clutch 8 operates in a state where the flat surface 127a of the output cam member 121 and the flat surface 124a of the input cam member 120 are in contact with each other. Therefore, as the main cam member 111 moves toward the main clutch 7, the inner clutch plate 70 and the outer clutch plate 71 are pressed in the direction of the rotation axis O and brought into frictional contact. In the second operation mode, a larger driving force can be transmitted than in the first operation mode.

  In the first operation mode, the change in the driving force transmitted between the housing 6 and the inner shaft 10 with respect to the exciting current of the electromagnetic coil 80 becomes gradual as compared with the second operation mode. That is, when the same exciting current is supplied to the electromagnetic coil 80 in the first operation mode and the second operation mode, the driving force transmitted between the housing 6 and the inner shaft 10 in the first operation mode is The driving force transmitted between the housing 6 and the inner shaft 10 in the two operation modes is smaller.

  When the driving state of the four-wheel drive vehicle 200 is shifted from the two-wheel drive state to the four-wheel drive state, the control unit 92 switches between the first operation mode and the second operation mode to switch between the axle shaft 213R and the side gear 214R. Control the driving force transmitted between them. When the control unit 92 shifts from the first operation mode to the second operation mode, the control unit 92 reduces the torque transmitted by the electromagnetic clutch 8 and operates the second cam mechanism 12 in a state in which the torque is reduced. After the second cam mechanism 12 reaches the operation completion state shown in FIG. 7C, the torque transmitted by the electromagnetic clutch 8 is increased. This is because the torque of the motor 5 required to operate the second cam mechanism 12 is excessive in a state where the first cam mechanism 11 is operated before the second cam mechanism 12 by the electromagnetic clutch 8. It is because it becomes.

  In the two-wheel drive state of the four-wheel drive vehicle 200, the meshing clutch 3 is in an inoperative state, and the transmission of the driving force via the meshing clutch 3 is cut off. Accordingly, the driving force of the engine 202 is transmitted to the front wheels 204L and 204R through the transmission 203, the front differential 206, and the axle shafts 208L and 208R on the front wheels, but is not transmitted to the propeller shaft 2. Further, in this two-wheel drive state, the first cam mechanism 11 and the second cam mechanism 12 are in an inoperative state, and the transmission of the driving force via the driving force transmission device 1 is interrupted. Therefore, even if the four-wheel drive vehicle 200 is traveling, the propeller shaft 2 and the rear differential case 217 of the rear differential 207 do not rotate, and traveling resistance caused by these rotations is suppressed.

  On the other hand, in the four-wheel drive state, the meshing clutch 3, the first cam mechanism 11 and the second cam mechanism 12 are operated, and the driving force of the engine 202 is transmitted to the front wheels 204L and 204R. It is transmitted to the rear wheels 205L and 205R via the propeller shaft 2, the rear differential 207, the driving force transmission device 1, and the axle shafts 213L and 213R on the rear wheel side.

  FIG. 8 is a flowchart illustrating an example of a procedure of processing performed by the control unit 92 when the four-wheel drive vehicle 200 travels from the two-wheel drive state to the four-wheel drive state.

  When the control unit 92 shifts from the two-wheel drive state to the four-wheel drive state, the control unit 92 meshes with the first step of increasing the rotation of the propeller shaft 2 in the first operation mode and after increasing the rotation of the propeller shaft 2. The four-wheel drive vehicle 200 is shifted to the four-wheel drive state through the second step of operating the clutch 3 and the third step of operating the second cam mechanism 12 and the electromagnetic clutch 8. In this second step, after the rotation of the propeller shaft 2 is increased, the transmission of the driving force by the driving force transmission device 1 is reduced and the meshing clutch 3 is operated. Hereinafter, the details of the control contents in the first to third steps will be described more specifically with reference to FIG.

(First step)
In the first step, first, the controller 92 supplies an excitation current to the electromagnetic coil 80 to operate the electromagnetic clutch 8 (step S10). As a result, the rotational force of the rear wheel 205R accompanying the traveling of the four-wheel drive vehicle 200 is transmitted to the side gear 214R via the axle shaft 213R by the operation in the first operation mode of the driving force transmission device 1, and the propeller shaft 2 The rotation is increased.

  Next, while maintaining the operating state of the electronic clutch 8, the control unit 92 performs a predetermined differential rotation of the meshing clutch 3 (differential rotation between the first spline tooth portion 3a and the second spline tooth portion 3b). It is determined whether the value is equal to or less than the value (step S11). The rotation speed of the first spline tooth portion 3a can be calculated based on the rotation speeds of the left and right front wheels 204L and 204R detected by the wheel speed sensors 904 and 905. The rotation speed of the second spline tooth portion 3b can be calculated based on the rotation speed of the propeller shaft 2 detected by the rotation speed sensor 908.

  As the predetermined value in step S11, for example, a predetermined value can be used as the differential rotation speed at which the sleeve 3c can be spline fitted to the first spline tooth portion 3a and the second spline tooth portion 3b. . The controller 92 repeats the determination in step S11 until the differential rotation of the meshing clutch 3 becomes a predetermined value or less.

(Second step)
When the differential rotation of the meshing clutch 3 is equal to or less than the predetermined value (S11: Yes), the control unit 92 reduces the exciting current supplied to the electromagnetic coil 80 and reduces the transmission torque of the electromagnetic clutch 8 (step S12). . At this time, the current supply to the electromagnetic coil 80 may be cut off, and the excitation current may be zero. Next, the control unit 92 operates the meshing clutch 3 to spline-fit the sleeve 3c to the first spline tooth portion 3a and the second spline tooth portion 3b, and torque the front differential case 212 and the propeller shaft 2. It connects so that transmission is possible (step S13).

(Third step)
After the mesh clutch 3 is actuated, the controller 92 supplies an excitation current to the motor 5 to start the rotation of the motor 5 (step S14). The controller 92 rotates the motor 5 until the operation of the second cam mechanism 12 is completed (step S15). When the operation of the second cam mechanism 12 is completed, the supply of the drive current is stopped and the motor 5 is turned off. The rotation is stopped (step S16). Completion of the operation of the second cam mechanism 12 may be determined based on, for example, the amount of rotation of the rotating shaft 51 detected by the encoder of the motor 5, or may be determined based on the time during which the excitation current is supplied to the motor 5. .

  After the operation of the second cam mechanism 12 is completed, the control unit 92 increases the excitation current supplied to the electromagnetic coil 80 and increases the transmission torque of the electromagnetic clutch 8 (step S17). Thereby, the four-wheel drive vehicle 200 will be in a four-wheel drive state. The exciting current supplied to the electromagnetic coil 80 is determined according to the vehicle running state detected by the sensor group (accelerator opening sensor 901, engine speed sensor 902, gear sensor 903, wheel speed sensors 904 to 907). More specifically, the control unit 92, for example, the difference between the rotational speeds of the front wheels 204L and 204R and the rotational speeds of the rear wheels 205L and 205R (front-rear wheel rotational speed difference) or the depression amount (acceleration operation amount) of the accelerator pedal 202a. ) To calculate the excitation current.

  By increasing the excitation current supplied to the electromagnetic coil 80 when the front-rear wheel rotational speed difference or the acceleration operation amount increases, the transmission torque of the electromagnetic clutch 8 increases and the main cam member 111 of the first cam mechanism 11 The clutch 7 is pressed in the axial direction, and the driving force transmission amount in the main clutch 7 increases. As a result, the driving force distributed to the front wheels 204L, 204R and the rear wheels 205L, 205R is equalized, and the four-wheel drive vehicle 200 can be stably driven while suppressing the slip of the front wheels 204L, 204R. .

[Effect of the embodiment]
According to the embodiment described above, the following operations and effects can be obtained.

(1) The driving force transmitted by the driving force transmission device 1 in the first operation mode is generated without bringing the inner clutch plate 70 and the outer clutch plate 71 of the main clutch 7 into contact with each other. It rises more steeply than the driving force transmitted by the driving force transmission device 1 in the mode. Thereby, the speed of the propeller shaft 2 can be increased in a shorter time, and the time required for shifting from the two-wheel drive state to the four-wheel drive state can be shortened.

(2) In the first operation mode, a smaller driving force can be transmitted with higher accuracy than in the second operation mode. Thereby, for example, it is possible to smoothen the speed increase of the propeller shaft 2 and to suppress vibrations and impacts at the time of transition from the two-wheel drive state to the four-wheel drive state.

(3) When the mesh clutch 3 is operated in the second step in the flowchart of FIG. 8 (step S13), since the driving force transmitted by the driving force transmission device 1 is reduced (step S12), the propeller shaft 2 Is not constrained by the driving force transmission device 1, and the engagement between the spline tooth portion 3a and the second spline tooth portion 3b and the sleeve 3c in the meshing clutch 3 is performed smoothly.

(4) The second cam mechanism 12 moves from the first position of the output cam member 121 to the second position by the contact of the flat surface 124a of the input cam member 120 and the flat surface 127a of the output cam member 121. Since the movement is restricted, in the state where the operation of the second cam mechanism 12 is completed, the operation state of the second cam mechanism 12 can be maintained even if the supply of the drive current to the motor 5 is interrupted. Thereby, the power consumption in the motor 5 can be reduced.

  The driving force transmission device of the present invention has been described based on the above embodiment, but the present invention is not limited to the above embodiment, and may be implemented in various modes without departing from the gist thereof. Is possible.

  For example, in the above embodiment, the driving force transmission device 1 is configured so that the gap between the inner clutch plate 70 and the outer clutch plate 71 in the main clutch 7 is closed by the second cam mechanism 12 operated by the motor 5. However, the present invention is not limited to this. For example, the gap in the main clutch 7 may be narrowed by a piston that is operated by hydraulic pressure. Further, the arrangement of the driving force transmission device 1 in the four-wheel drive vehicle 200 is not limited to that illustrated in FIG. 1. For example, the driving force transmission device 1 may be arranged between the propeller shaft 2 and the rear differential 207. Good. There is no particular limitation on the use of the driving force transmission control device 9.

DESCRIPTION OF SYMBOLS 1 ... Driving force transmission apparatus, 2 ... Propeller shaft, 3 ... Meshing clutch, 3a ... 1st spline tooth part, 3b ... 2nd spline tooth part, 3c ... Sleeve, 4 ... Apparatus case, 5 ... Motor, 6 ... Housing, 7 ... main clutch, 8 ... electromagnetic clutch, 9 ... driving force transmission control device, 10 ... inner shaft, 10a-10c ... first to third cylindrical parts, 10d, 10e ... step surface, 11 ... first Cam mechanism, 12 ... second cam mechanism, 22, 23 ... gear mechanism, 30 ... plug, 31, 32 ... bearing, 33 ... sealing member, 34 ... bearing, 35 ... O-ring, 36 ... sealing member, 37 ... Receiving member, 38 ... needle roller bearing, 40 ... case body, 41 ... case lid, 42 ... bolt, 50 ... stator, 51 ... rotating shaft, 52 ... output shaft, 54 ... transmission member, 55 ... coupler, 56 ... Gear mechanism, 57 ... Stop , 58 ... sealing member, 60 ... cylindrical part, 60a ... engaging recess, 60b ... flange part, 61 ... bottom part, 61a ... projection, 62 ... retaining ring, 70 ... inner clutch plate, 70a ... straight spline fitting part, 70b ... through hole, 71 ... outer clutch plate, 71a ... straight spline fitting portion, 80 ... electromagnetic coil, 81 ... armature, 81a ... straight spline fitting portion, 82 ... outer clutch plate, 82a ... straight spline fitting portion, 83 ... Inner clutch plate, 83a ... Straight spline fitting part, 84 ... Yoke, 90 ... Control device, 91 ... Storage part, 92 ... Control part, 93 ... Motor control circuit, 94 ... Electromagnetic clutch control circuit, 101 ... Straight spline Fitting part, 102 ... flange part, 110 ... pilot cam member, 110 ... straight spline fitting part, 110b ... cam groove, 111 ... main cam member, 111a ... clutch plate pressing part, 111b ... cam groove, 111c ... oil hole, 111d ... pin mounting hole, 111e ... straight spline fitting part, 112 ... Rolling member 113 ... Needle roller bearing, 114 ... Return spring, 115 ... Guide pin, 116 ... Retainer, 116a ... Main body, 116b ... First projection, 116c ... Second projection, 120 ... Input Cam member 121 ... Cam member for output 121a ... Non-magnetic ring 122 ... Pushing member 122a ... Straight spline fitting part 122b ... Pressing surface 123 ... Ring part 123a ... Side face 124 ... Projection part 124a ... Flat surface, 124b ... Inclined surface, 124c ... Vertical surface, 125 ... Gear portion, 125a ... External teeth, 126 ... Ring portion, 1 26a ... side surface, 127 ... convex portion, 127a ... flat surface, 127b ... inclined surface, 127c ... vertical surface, 128 ... protrusion, 129 ... needle roller bearing, 200 ... four-wheel drive vehicle, 201 ... driving force transmission system, 202 ... Engine, 202a ... Accelerator pedal, 203 ... Transmission, 204L, 204R ... Front wheel, 205L, 205R ... Rear wheel, 206 ... Front differential, 207 ... Rear differential, 208L, 208R ... Axle shaft, 209L, 209R ... Side gear, 210 ... Pinion gear, 211 ... pinion gear shaft, 212 ... front differential case, 213L, 213R ... axle shaft, 214L, 214R ... side gear, 215 ... pinion gear, 216 ... pinion gear shaft, 217 ... rear differential case, 220 ... drive pin ON, 221... Ring gear, 230... Drive pinion, 231. Straight spline fitting part, 611 ... shaft part, 611a ... end, 841 ... pin, 901 ... accelerator opening sensor, 902 ... engine speed sensor, 903 ... gear sensor, 904 to 907 ... wheel speed sensor, 908 ... rotational speed Sensor

Claims (6)

A driving force transmission control device for controlling a driving force transmitted between the first and second driving force transmission members capable of relative rotation,
A first rotating member coupled to the first driving force transmitting member;
A second rotating member connected to the second driving force transmitting member and arranged to be rotatable relative to the first rotating member on its rotation axis;
A first clutch plate disposed between the first rotating member and the second rotating member, the relative rotation with respect to the first rotating member being restricted relative to the first rotating member and the second rotating member; A main clutch having a second clutch plate with restricted rotation;
A gap filling mechanism that is arranged on one side of the main clutch in the axial direction and that narrows the gap between the first and second clutch plates by its operation;
A first cam member disposed on the other axial side of the main clutch and restricted in relative rotation with the first rotation member, and a first cam member capable of relative rotation within a predetermined angle range with the first cam member. A cam mechanism having two cam members, wherein the first cam member moves to the main clutch side by relative rotation between the first cam member and the second cam member;
A sub-clutch that is disposed between the second cam member and the second rotating member and transmits a torque for rotating the first and second cam members relative to the second cam member by the operation thereof; ,
A control unit for controlling the gap filling mechanism and the sub-clutch;
The control unit includes a first operation mode in which the sub-clutch is operated in a state where the gap filling mechanism is not operated, and a second operation mode in which the sub-clutch is operated in a state where the gap filling mechanism is operated. A driving force transmission control device. The control unit reduces the torque transmitted by the sub-clutch when shifting from the first operation mode to the second operation mode, and operates the gap filling mechanism in a state where the torque is reduced, The driving force transmission control device according to claim 1, wherein the torque transmitted by the sub-clutch is increased after the gap filling mechanism is activated.
The gap filling mechanism has a pair of cam members relatively rotatable on the rotation axis,
The pair of cam members have an inclined surface that is inclined with respect to a circumferential direction of the rotation axis, and a flat surface that is parallel to the circumferential direction of the rotation axis, and is relatively rotated to one around the rotation axis. One of the pair of cam members moves to the main clutch side due to the sliding of the inclined surfaces, and the flat surfaces come into contact with each other by further relative rotation around the rotation axis. The driving force transmission control device according to claim 1, wherein movement of the one cam member from a position on the main clutch side is restricted. A drive source for generating a driving force for traveling the vehicle;
A pair of left and right main drive wheels to which the drive force of the drive source is constantly transmitted;
A pair of left and right auxiliary drive wheels to which the torque of the drive source is transmitted according to the running state;
A propeller shaft that transmits torque on the drive source side to the auxiliary drive wheel side;
A driving force transmission control device for controlling a driving force transmitted between the first driving force transmission member on the auxiliary driving wheel side and the second driving force transmission member on the propeller shaft side;
The driving force transmission control device includes:
A first rotating member coupled to the first driving force transmitting member;
A second rotating member connected to the second driving force transmitting member and arranged to be rotatable relative to the first rotating member on its rotation axis;
A first clutch plate disposed between the first rotating member and the second rotating member, the relative rotation with respect to the first rotating member being restricted relative to the first rotating member and the second rotating member; A main clutch having a second clutch plate with restricted rotation;
A gap filling mechanism that is arranged on one side of the main clutch in the axial direction and that narrows the gap between the first and second clutch plates by its operation;
A first cam member disposed on the other axial side of the main clutch and restricted in relative rotation with the first rotation member, and a first cam member capable of relative rotation within a predetermined angle range with the first cam member. A cam mechanism having two cam members, wherein the first cam member moves to the main clutch side by relative rotation between the first cam member and the second cam member;
A sub-clutch that is disposed between the second cam member and the second rotating member and transmits a torque for rotating the first and second cam members relative to the second cam member by the operation thereof; ,
A control unit for controlling the gap filling mechanism and the sub-clutch;
The control unit includes a first operation mode in which the sub-clutch is operated in a state where the gap filling mechanism is not operated, and a second operation mode in which the sub-clutch is operated in a state where the gap filling mechanism is operated. Having a four-wheel drive vehicle. A meshing clutch provided between the propeller shaft and the drive source and controlled by the control unit;
The control unit rotates the propeller shaft in the first operation mode when transitioning from the two-wheel drive state in which the transmission of the driving force by the meshing clutch and the driving force transmission control device is interrupted to the four-wheel driving state. Four-wheel drive state through a first step of increasing the speed, a second step of operating the meshing clutch after increasing the rotation of the propeller shaft, and a third step of operating the gap closing mechanism and the sub-clutch. To migrate to
The four-wheel drive vehicle according to claim 4. The second step is a step of operating the meshing clutch by reducing the transmission of the driving force by the driving force transmission control device after increasing the rotation of the propeller shaft.
The four-wheel drive vehicle according to claim 5.

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