JP4608394B2 - Method for setting initial stop position of electric motor in differential device with differential limiting mechanism - Google Patents

Description

  The present invention relates to a differential mechanism, a friction multi-plate clutch as a differential limiting mechanism, a ball cam mechanism for converting a rotational force of an electric motor into a linear pressing force and fastening the friction multi-plate clutch, and an electric motor A difference provided with a rotation angle sensor for detecting the actual motor rotation angle, and a control device for instructing the target motor rotation angle to the electric motor and controlling the actual motor rotation angle of the electric motor to match the target motor rotation angle. The present invention relates to a method for setting an initial stop position of an electric motor in a differential device with a movement limiting mechanism.

  With a differential limiting mechanism with a differential mechanism that distributes and outputs the driving force of the prime mover input to the differential case to the two output shafts, and a friction multi-plate clutch that limits the differential rotation between the two output shafts In the differential device, the present applicant has already applied Japanese Patent Application No. 2004-60535 for providing an actuator for generating a pressing force for fastening a frictional multi-plate clutch on the axis of the output shaft and outside the differential case. It is proposed by issue.

  In this type of differential device with a differential limiting mechanism, it is necessary to increase the engagement response of the friction multi-plate clutch as much as possible. To that end, the initial stop position of the electric motor when the differential limiting force is not applied to the differential mechanism is set. It is desirable to set the position where the clearance between the clutch plate and the clutch disk is as small as possible within the range where the clutch plate and the clutch disk do not contact.

  Therefore, in the above-mentioned Japanese Patent Application No. 2004-60535, the pressing force acting on the ball cam mechanism of the actuator for fastening the friction multi-plate clutch is detected by the load cell, and this pressing force gradually decreases to zero. The position was set as the initial stop position.

  However, if the load cell detects the pressing force acting on the ball cam mechanism of the actuator (that is, the engagement reaction force of the friction multi-plate clutch), the axial dimension of the actuator is sufficient to secure the space for placing the load cell. There was a problem of increasing the size.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to accurately control the initial stop position of the electric motor without increasing the axial dimension of the differential device with a differential limiting mechanism. And

  In order to achieve the above object, according to the first aspect of the present invention, the differential mechanism, the friction multi-plate clutch as the differential limiting mechanism, and the rotational force of the electric motor are converted into a linear pressing force. A ball cam mechanism for engaging the friction multi-plate clutch, a rotation angle sensor for detecting the actual motor rotation angle of the electric motor, and instructing the target motor rotation angle to the electric motor, and the actual motor rotation angle of the electric motor is determined by the target motor rotation angle. In a differential device with a differential limiting mechanism having a control device that controls to match the rotation angle, the electric motor is driven in a direction in which the pressing force decreases, and the actual motor rotation angle follows the target motor rotation angle. A first step of stopping at the first stop position that does not occur, and a second stop where the electric motor is driven in the direction in which the pressing force increases from the first stop position and the actual motor rotation angle does not follow the target motor rotation angle. A second step of stopping at the position, and a third step of setting the third stop position, which is driven and stopped by a predetermined rotation angle in the direction in which the pressing force decreases from the second stop position, as an initial stop position, An initial stop position setting method for an electric motor in a differential device with a differential limiting mechanism is proposed.

  The electronic control unit U of the embodiment corresponds to the control device of the present invention.

  According to the configuration of the first aspect, first, the electric motor is driven in a direction in which the pressing force for fastening the friction multi-plate clutch is reduced in the first step, and the actual motor rotation angle does not follow the target motor rotation angle. By stopping at the position, the engagement of the frictional engagement member can be released by completely releasing the engagement of the friction multi-plate clutch. In the subsequent second step, the electric motor is driven in the direction in which the pressing force increases from the first stop position, and is stopped at the second stop position where the actual motor rotation angle does not follow the target motor rotation angle. After the plate clutch is completely engaged, the third stop position is set as the initial stop position, which is stopped by driving the electric motor by a predetermined rotation angle in the direction in which the pressing force decreases from the second stop position in the third step. Therefore, the initial stop position of the electric motor can be set with high accuracy. Moreover, since the initial stop position can be set simply by detecting the actual motor rotation angle of the electric motor, the load cell for detecting the engagement reaction force of the friction multi-plate clutch, which has been required in the past, is no longer required, and the differential limiting mechanism The axial dimension of the attached differential device can be reduced.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  1 to 12 show an embodiment of the present invention. FIG. 1 is a rear view of an internal combustion engine for an automobile, FIG. 2 is an enlarged sectional view of a differential mechanism and an actuator, and FIG. 2 is an enlarged view of part 4 of FIG. 3 showing the structure of the actuator, FIG. 5 is an enlarged view of part 5 of FIG. 3 showing the structure of the friction multi-plate clutch, and FIG. 6 is a sectional view taken along the line 7-7 in FIG. 3, FIG. 8 is a sectional view taken along the line 8-8 in FIG. 4, FIG. 9 is a block diagram of a control system of the electric motor, and FIG. FIG. 11 is an explanatory diagram of the rotation angle of the electric motor during the initial stop position control, and FIG. 12 is an explanatory diagram of the operation of the initial stop position control of the electric motor.

  As shown in FIG. 1, an internal combustion engine E mounted horizontally on the front body of a front engine / front drive automobile has a transmission T integrally coupled to a left side surface thereof, and a difference between the rear surface of the transmission T and the rear surface thereof. A moving mechanism D is provided. A half shaft 11 (intermediate shaft) extends rightward from a differential mechanism D arranged to be shifted leftward from the vehicle body center line, and a right axle that drives a right drive wheel (not shown) to the halfshaft 11. 12 is connected, and a left drive wheel (not shown) is driven via a left axle 13 extending in the left direction from the differential mechanism D. The right end of the half shaft 11 is supported by a stay 10 fixed to the engine block 22.

  As is clear from FIG. 2, the housing 14 that houses the differential mechanism D covers the housing body 15 that is formed integrally with the casing of the transmission T and the left end opening of the housing body 15. And a cover plate 17 fixed by a plurality of bolts 16. A plurality of actuators A, which are separately attached to the right side of the differential mechanism D, are an actuator case 18 that fits into the right end opening of the housing body 15 of the differential mechanism D, and a plurality of actuators A so as to cover the right end opening of the actuator case 18. The actuator cover 20 is fixed by a plurality of bolts 19... And is fixed to the engine block 22 by a plurality of bolts 21 penetrating the actuator case 18. The differential mechanism D and the actuator A constitute a differential device.

  The differential mechanism D housed in the housing 14 includes a first case 24 on the right side supported by the roller body 23 on the housing body 15 and a second case 26 on the left side supported by the roller bearing 25 on the cover plate 17. Are connected by a plurality of bolts 27, and an axle drive gear 29 driven by the transmission T is fixed to the outer periphery of the first case 24 by a plurality of bolts 30.

  Next, the structure of the differential mechanism D will be described with reference to FIGS. 3 and 5 to 7.

  The differential mechanism D housed in the housing 14 includes four pinion shafts 31 integrated so as to intersect in a cross shape. The pinion shafts 31 having a circular cross section are formed with chamfers 31a at their ends, and the chamfers 31a are fitted into four support grooves 24a formed on the inner peripheral surface of the first case 24. To do. Four pinions 32 are rotatably supported on the four pinion shafts 31. Spacers 33 are arranged between the pinions 32 and the inner peripheral surface of the first case 24, and the radial positions of the pinions 32 are regulated by these spacers 33.

  The outer periphery of the half shaft 11 inserted into the first case 24 is splined to the right side gear 34 </ b> R and is prevented from coming off by a snap ring 35. Further, the right end of the left axle 13 inserted through the second case 26 and inserted into the first case 24 is splined to the clutch inner 37 and is prevented from coming off by a snap ring 38. A left side gear 34 </ b> L is integrally formed on the right side surface of the clutch inner 37. The left and right side gears 34L and 34R mesh with the four pinions 32.

  A clutch outer 40 is integrally formed on the inner periphery of the first case 24 so as to face the outer periphery of the clutch inner 37, and a plurality of clutch plates 41 (five in the embodiment) are provided on the inner peripheral surface of the clutch outer 40. The outer peripheral portions of the clutch inners 37 are spline-fitted, and the inner peripheral portions of a plurality of (six in the embodiment) clutch disks 42 are spline-fitted to the outer peripheral surface of the clutch inner 37. The clutch plates 41 and the clutch disks 42 are alternately arranged so that the friction materials 43 attached to both surfaces of the clutch disks 42 contact the clutch plates 41.

  The outer peripheral portion of the pressure plate 44 is spline-fitted to the inner peripheral surface of the clutch outer 40, and the left side surface of the pressure plate 44 is opposed to the right side surface of the clutch disk 42 located at the rightmost end. A plurality (four in the embodiment) of lever lever storage recesses 24b extending in the radial direction are formed on the inner surface of the first case 24 facing the right side surface of the pressure plate 44, and each lever lever storage recess 24b A fulcrum 45a at the radially outer end of the lever lever 45 is slidably engaged with the radially outer end.

  Inside the actuator case 18, the first hollow shaft 47 is fitted to the outer periphery of the half shaft 11 via a needle bearing 46 (see FIG. 1) so as to be relatively rotatable and axially movable. Inside the first case 24, the right end of the second hollow shaft 48 is engaged with the left end of the first hollow shaft 47 so that the right end of the second hollow shaft 48 is not rotatable relative to the left end, and the right end of the third hollow shaft 49 is connected to the left end of the second hollow shaft 48. Engages with concaves and convexes so that relative rotation is impossible. A diameter-expanded portion 48a having a diameter increased along the inner peripheral surface of the first case 24 is formed on the left end side of the second hollow shaft 48, and the diameter of the third hollow shaft 49 is set to the maximum diameter of the diameter-expanded portion 48a. Match.

  A plurality (six in the embodiment) of through holes 48b are formed in the enlarged diameter portion 48a of the second hollow shaft 48, and the four extended portions 24c projecting from the inner surface of the first case 24 are through holes. It loosely penetrates 48b and protrudes inside the enlarged diameter portion 48a. The tip of each extending portion 24c comes into contact with the back surface of the right side gear 34R via the friction washer 50. The back surface of the left side gear 34 </ b> L, that is, the left side surface of the clutch inner 37 abuts against the inner surface of the second case 26 via the friction washer 51.

  The third hollow shaft 49 is formed with four U-shaped notches 49a that open to the left end side at 90 ° intervals. The third hollow shaft 49 can move in the axial direction while avoiding interference between the four pinion shafts 31 and the spacers 33 fitted to the outer periphery thereof by the notches 49a. And the press part 49b which presses the power point 45b provided in the radial direction inner end of the lever lever 45 is formed in the left end of the 3rd hollow shaft 49. As shown in FIG. An action point 45 c that abuts against the right side surface of the pressure plate 44 is provided at an intermediate portion of the lever lever 45.

  In this way, the friction multi-plate clutch 52 for fastening the left axle 13 to the differential case 28 by the clutch inner 37, the clutch outer 40, the clutch plate 41, the clutch disk 42, the pressure plate 44, and the lever lever 45. Is configured.

  Next, the structure of the actuator A that fastens the friction multi-plate clutch 52 through the first to third hollow shafts 47, 48, and 49 will be described with reference to FIGS.

  A flange member 61 is slidably fitted to the right end of the first hollow shaft 47 extending inside the actuator case 18 and the actuator cover 20, and a spring seat 63 and a flange locked to the first hollow shaft 47 by a clip 62. A coil spring 64 is disposed in a compressed state between the back surface of the member 61.

  On the half shaft 11 between the flange member 61 and the inner wall surface 20a of the actuator cover 20, a first cam plate 67 and a second cam plate 68 are supported via needle bearings 69 and 70 so as to be rotatable and axially movable. Is done. The first cam plate 67 contacts the flange member 61 via the thrust bearing 85, and the second cam plate 68 contacts the inner wall surface 20 a of the actuator cover 20 via the thrust bearing 86. Inclined cam grooves 67a..., 68a... Are formed on the opposing surfaces of the first and second cam plates 67 and 68, and the balls 71 are accommodated in the cam grooves 67a. The first and second cam plates 67 and 68 and the balls 71 constitute a ball cam mechanism 72.

  A first shaft 73 is supported on the actuator case 18 via a ball bearing 74 and a needle bearing 75, and a second shaft 76 is supported via ball bearings 77 and 78. The first gear 80 provided on the first shaft 71 connected in series to the output shaft 79 a of the electric motor 79 supported on the actuator case 18 is the second and third gears 81 and 82 provided on the second shaft 76. Mesh with the second gear 81. In addition, fourth and fifth gears 83 and 84 are formed on the outer circumferences of the first and second cam plates 67 and 68, respectively. The fourth gear 83 meshes with the second gear 81 of the second shaft 76, and The fifth gear 84 meshes with the third gear 82 of the second shaft 76. The gear ratio between the second gear 81 and the fourth gear 83 and the gear ratio between the third gear 82 and the fifth gear 84 are slightly different.

  As shown in FIG. 9, the electronic control unit U that controls the operation of the electric motor 79 of the actuator A includes an LSD (differential limit) control unit 91 and a motor control unit 92. For example, the LSD control unit 91 to which the wheel speed signal is input from the electronic control unit of the antilock brake device calculates the target differential torque to be generated by the differential mechanism D based on the acceleration / deceleration, turning direction, yaw rate, etc. of the vehicle. The target differential torque is converted into a target motor rotation angle of the electric motor 79. A motor control unit to which a deviation between a target motor rotation angle of the electric motor 79 output by the LSD control unit 91 and an actual motor rotation angle of the electric motor 79 detected by a rotation angle sensor 65 (see FIG. 4) made of a resolver is input. 92 performs feedback control of the actual motor rotation angle of the electric motor 79 via the motor driver 93 so that the deviation converges to zero.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  The differential mechanism D exhibits a differential limiting function in addition to the normal differential function, and the differential limiting torque generated by the differential limiting function is generated by the operation of the actuator A.

  First, the normal differential function of the differential mechanism D will be described.

  When the driving force of the internal combustion engine E is input to the axle drive gear 29 of the differential mechanism D via the transmission T, the differential case 28 coupled to the axle drive gear 29 with bolts 30. When the vehicle is in a straight traveling state, the four pinions 32 are not rotated with respect to the pinion shafts 31 and are not rotated with respect to the pinions 32, but the left side gear 34L meshed with the pinions 32 and the right axle meshed with the left axle 13 and the pinions 32. The side gear 34R and the integral half shaft 11 rotate at the same speed, and the driving force is evenly distributed to the left and right driving wheels.

  For example, when the vehicle is in a left turn state, the left axle 13 connected to the left drive wheel is decelerated and the half shaft 11 connected to the right drive wheel is accelerated, so that a differential rotation occurs between the left and right side gears 34L and 34R. Although generated, the differential rotation is absorbed by the rotation of the pinions 32 meshed with the left and right side gears 34L, 34R. Similarly, when the vehicle is in a right turn state, the left axle 13 connected to the left drive wheel is accelerated and the half shaft 11 connected to the right drive wheel is decelerated, so that the difference between the left and right side gears 34L and 34R. Although rotation occurs, the differential rotation is absorbed by the rotation of the pinions 32 meshed with the left and right side gears 34L, 34R.

  Next, the differential limiting function generated by the operation of the actuator A will be described.

  When the electric motor 79 of the actuator A is driven, the rotation of the first gear 80 of the first shaft 73 coupled to the output shaft 79a is transmitted to the second gear 81 and the second shaft 76 rotates. When the second shaft 76 rotates, the first cam plate 67 rotates through the second gear 81 and the fourth gear 83, and the second cam plate 68 rotates through the third gear 82 and the fifth gear 84. However, since the gear ratio between the second gear 81 and the fourth gear 83 and the gear ratio between the third gear 82 and the fifth gear 84 are slightly different, the first and second cam plates of the ball cam mechanism 72 are different. 67 and 68 rotate relative to each other. As a result, the relative positions of the cam grooves 67a of the first and second cam plates 67, 68 change from the state shown in FIG. 8A to the state shown in FIG. 1. The second cam plates 67 and 68 are driven in directions away from each other.

  The second cam plate 68 that has received a rightward load generated by the ball cam mechanism 72 is prevented from moving rightward by the actuator cover 20. Accordingly, the first cam plate 67 that receives the leftward load generated by the ball cam mechanism 72, that is, the pressing force for fastening the friction multi-plate clutch 52, moves to the left, and the first cam plate 67 passes through the thrust bearing 85 and the flange member 61. The hollow shaft 47 is pressed leftward.

  When a leftward pressing force is applied to the first hollow shaft 47 by the actuator A, the second hollow shaft 48 and the third hollow shaft 49 coupled to the first hollow shaft 47 move to the left, and the third hollow shaft 49 The pressing portions 49b provided at the left end press the force points 45b of the four lever levers 45. As a result, the lever levers 45 swing around the fulcrum 45a, and the action point 45c presses the pressure plate 44 to the left, so that the clutch plates 41 and the clutch disks 42 are in close contact with each other, and the clutch The inner 37 and the clutch outer 40 are coupled together.

  Since the distance L1 between the fulcrum 45a and the force point 45b of the lever lever 45 is set larger than the distance L2 between the fulcrum 45a and the action point 45c, the pressing force F1 input to the lever lever 45 is increased by L1 / L2. The pressure plate 44 can be pressed with the boosted pressing force F2, so that a sufficient pressing force can be applied to the friction multi-plate clutch 52 even if the electric motor 79 of the actuator A is downsized.

  When the friction multi-plate clutch 52 is fastened in this way, the left axle 13 integrated with the clutch inner 37 is integrated with the differential case 28, so that the left axle 13 and the half shaft 11, that is, the left axle 13. The right axle 12 and the right axle 12 are integrated so as not to rotate relative to each other, and the operation function of the differential mechanism D is limited, so that it is possible to escape from soft ground such as muddy, or to improve stability during high-speed straight running Can do. At this time, by controlling the current driving the electric motor 79 to change the pressing force generated by the actuator A and causing the friction multi-plate clutch 52 to generate a predetermined slip, the differential mechanism D has an arbitrary magnitude. Differential limiting torque can be exhibited.

  As described above, the pressing force of the frictional multi-plate clutch 52 generated by the actuator A can be axially moved to the outer periphery of the half shaft 11 without passing through the half shaft 11 to which the driving force of the internal combustion engine E is transmitted. Since it transmits via the 1st-3rd hollow shafts 47, 48, and 49 arrange | positioned so that relative rotation is possible, it is the frictional force which acts on the spline coupling part of the half shaft 11 by transmitting the driving force of the internal combustion engine E. The pressing force generated by the actuator A is not reduced, and the friction multi-plate clutch 52 can be fastened with good stability.

  By the way, in order to enhance the fastening response of the friction multi-plate clutch 52 as much as possible, the initial stop position, which is the stop position of the electric motor 79 when the differential limiting force is not applied to the differential mechanism D, is set to the clutch plate 41. It is desirable that the clearance between the two is set as small as possible within a range where the disks 42 do not contact. In the friction multi-plate clutch 52, the friction material 43 attached to the clutch disks 42 gradually wears with use, so that the clearance between the clutch plates 41 and the clutch disks 42 when not engaged is always the optimum size. It is necessary to control the initial stop position of the electric motor 79 so that the clutch plates 41 and the clutch disks 42 are quickly engaged when engaged. Hereinafter, a method for controlling the initial stop position of the electric motor 79 will be described.

  First, in step S1 of the flowchart of FIG. 10, both the target motor rotation angle (motor command value) and the actual motor rotation angle (output of the rotation angle sensor 65) of the electric motor 79 are reset to zero, and then in step S2, the target motor rotation is performed. When the angle is gradually increased in the negative direction, such as −5 °, −10 °, −15 °, −20 °..., The actual motor rotation angle follows the target motor rotation angle by feedback control. It rotates in the reverse direction (direction in which the engagement of the friction multi-plate clutch 52 is released). Due to the reverse rotation of the electric motor 79, the first and second cam plates 67 and 68 of the ball cam mechanism 72 move so as to approach each other, and when reaching the limit position where they cannot approach any more, the actual motor rotation angle becomes the target motor rotation angle. It becomes impossible to follow, and the deviation between the two gradually increases. If the deviation exceeds a first threshold value (for example, 60 °) in step S3, it is determined in step S4 that the ball cam mechanism 72 has reached the end, and the electric motor 79 is stopped at the first stop position, and the target motor Both the rotation angle and the actual motor rotation angle are reset to zero (see position a in FIG. 11 and FIG. 12A).

  In this way, by rotating the electric motor 79 in the reverse direction, the ball cam mechanism 72 is once returned to the abutting position and the engagement of the friction multi-plate clutch 52 is completely released, whereby the clutch plates 41 and the clutch disks 42 are engaged. Biting can be released.

  In subsequent step S5, when the target motor rotation angle is gradually increased in the positive direction to + 5 °, + 10 °, + 15 °, + 20 °,..., The actual motor rotation angle of the electric motor 79 follows the target motor rotation angle by feedback control. Thus, the electric motor 79 rotates in the forward direction (direction in which the friction multi-plate clutch 52 is fastened). The first and second cam plates 67 and 68 of the ball cam mechanism 72 are moved away from each other by the forward rotation of the electric motor 79. As described above, the clutch plates 41 and the clutch disks 42 of the friction multi-plate clutch 52 are moved. Are compressed in the direction in which they engage and come into close contact. When the clutch plates 41 and the clutch disks 42 reach a limit position where they cannot be compressed any more, the actual motor rotation angle cannot follow the target motor rotation angle, and the deviation between the two gradually increases. When the deviation exceeds a second threshold (for example, 45 °) in step S6, it is determined in step S7 that the friction multi-plate clutch 52 is completely engaged, and the electric motor 79 is stopped at the second stop position. Both the target motor rotation angle and the actual motor rotation angle are reset to zero (see position b in FIG. 11 and FIG. 12B).

  Thus, in the state where the engagement by the engagement of the clutch plates 41 and the clutch disks 42 is released, the electric motor 79 is rotated forward to fasten the friction multi-plate clutch 52, so that the above-described second stop position is accurately determined. It can be detected well.

  In subsequent step S8, when the target motor rotation angle is gradually increased in the negative direction, such as -5 °, -10 °, -15 °, -20 °, ..., the actual motor rotation angle follows the target motor rotation angle by feedback control. Thus, the electric motor 79 rotates in the reverse direction (the direction in which the engagement of the friction multi-plate clutch 52 is released). When the actual motor rotation angle becomes equal to the set return angle (for example, −135 °) in step S9, it is determined in step S10 that the electric motor 79 has reached the third stop position (initial stop position), and the rotation is stopped. Then, both the target motor rotation angle and the actual motor rotation angle are reset to zero (see position c in FIG. 11 and FIG. 12C).

  The set return angle for reversely rotating the electric motor 79 is set experimentally. That is, an experimental load cell is temporarily placed between the second cam plate 68 and the inner wall surface 20a of the actuator cover 20, and the electric motor 79 is rotated in the reverse direction from the second stop position where the friction multi-plate clutch 52 is engaged. The load detected by the load cell is monitored, and the reverse rotation angle of the electric motor 79 when the load becomes zero is set as the set return angle.

  Thus, in the state where the setting of the initial stop position of the electric motor 79 is completed in step S11, the clearance between the clutch plates 41 and the clutch disks 42 is set to the minimum in a range where the clutch plates 41 and the clutch disks 42 do not come into contact with each other. Responsiveness when the multi-plate clutch 52 is engaged is ensured. If the above-described series of steps is performed each time the ignition switch is turned on, for example, the electric motor 79 can always be stopped at the optimal initial stop position even if the friction members 43 of the clutch disks 42 are gradually worn.

  As described above, since the initial stop position of the electric motor 79 can be set using the rotation angle sensor 65 that detects the actual motor rotation angle of the electric motor 79, it is disposed on the inner wall surface 20 a of the actuator cover 20. The conventional load cell can be eliminated, whereby the axial dimension of the actuator A can be shortened.

  As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.

  For example, in the embodiment, the rotation angle sensor 65 is provided on the output shaft 79a of the electric motor 79. However, the rotation angle sensor 65 can be disposed at any position on the power transmission path from the output shaft 79a of the electric motor 79 to the ball cam mechanism 72. .

Rear view of automotive internal combustion engine Enlarged sectional view of differential mechanism and actuator 2 is an enlarged view of part 3 of FIG. 2 showing the structure of the differential mechanism. 4 is an enlarged view of part 4 in FIG. 3 showing the structure of the actuator. FIG. 3 is an enlarged view of part 5 showing the structure of the friction multi-plate clutch. 6-6 sectional view of FIG. Sectional view along line 7-7 in FIG. Sectional view taken along line 8-8 in FIG. Block diagram of electric motor control system Flowchart for explaining the operation of the embodiment Explanatory drawing of rotation angle of electric motor at initial stop position control Action explanatory diagram of initial stop position control of electric motor

Explanation of symbols

52 Friction multi-plate clutch 65 Rotation angle sensor 72 Ball cam mechanism 79 Electric motor D Differential mechanism U Electronic control unit (control device)

Claims (1)

A differential mechanism (D);
A friction multi-plate clutch (52) as a differential limiting mechanism;
A ball cam mechanism (72) for converting the rotational force of the electric motor (79) into a linear pressing force and fastening the friction multi-plate clutch (52);
A rotation angle sensor (65) for detecting the actual motor rotation angle of the electric motor (79);
A control device (U) for instructing the target motor rotation angle to the electric motor (79) and controlling the actual motor rotation angle of the electric motor (79) to coincide with the target motor rotation angle;
In a differential device with a differential limiting mechanism comprising
A first step of driving the electric motor (79) in a direction in which the pressing force decreases, and stopping at a first stop position at which the actual motor rotation angle does not follow the target motor rotation angle;
A second step of driving the electric motor (79) in the direction in which the pressing force increases from the first stop position, and stopping at the second stop position where the actual motor rotation angle does not follow the target motor rotation angle;
A third step in which an electric motor (79) is driven by a predetermined rotation angle in a direction in which the pressing force decreases from the second stop position and stopped, and a third stop position is set as an initial stop position;
An initial stop position setting method for an electric motor in a differential device with a differential limiting mechanism.

Images