JPH0193649A - Differential gear - Google Patents

Abstract

PURPOSE:To make it possible to control driving force in transmitting to two output shafts separately with compact construction by providing the first and the second hydraulic pressure means which press the first and the second inner plates and outer plates and controlling both hydraulic pressure means separately by the first and the second control means. CONSTITUTION:The device is constituted with the first and the second inner plates 15, 15 rotating in a body on supported on the first and the second output shafts 11, 11 and arranged alternately with outer plates 13, the first and the second hydraulic pressure means 65, 67 and 65, 67 pressing the first and the second inner plates 15, 15 and outer plates 13, 13 and the first and the second control means controlling both hydraulic pressure means 65, 67 and 65, 67 separately. Therefore, a differential gear 3 is constituted with an input shaft 1 and two multiple disc clutches 17, 17 between the first and the second output shafts 11, 11, so can be attempted to make compact. And again, desired driving force can be transmitted to the first and the second output shafts 11, 11 respectively from the input shaft 1 with the first and the second control means and the hydraulic pressure means 65, 67.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a differential device, and more particularly to a differential device configured using two multi-plate clutches.

(Prior Art) A differential device including a case member rotated by an input shaft and first and second output shafts extending in opposite directions on the rotation center of the case member is used, for example, at the rear of an automobile. It is used as a device to drive wheels.

This type of differential device has conventionally been configured with a differential gear train consisting of a plurality of gears.

(Problems to be Solved by the Invention) Therefore, in the conventional differential device, there was a problem in that it was not possible to individually control the transmission of driving force from the human power shaft to the two output shafts.

Therefore, in order to individually control the transmission of driving force from the input shaft to the two output shafts, it is conceivable to provide a multi-disc clutch on each output shaft, but in such a configuration, two separate clutches are required separately from the differential. Since two multi-disc clutches are required, there is a problem that the device becomes larger.

The present invention has been devised in view of the above-mentioned circumstances, and an object of the present invention is to provide a differential device that can individually control the transmission of driving force to two output shafts with a compact structure. It is in.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a differential device with an input shaft 1
a case member 9 rotated by a case member 9; and first and second output shafts 1 extending in opposite directions on the rotation center of the case member 9.
1.11, a plurality of actor plates 13 that are supported by the case member 9 and rotate together with the case member 9, and first and second output shafts 11. a plurality of first and second inner plates 15.15 that are supported by the if, rotate together with each output shaft 11, and are arranged alternately with the outer plate 13; the first inner plate 15 and the outer plate 13; The first hydraulic means 65, 67 for pressing and the second inner plate 1
5 and the outer plate 13.
．． 67, first hydraulic means 65.67 and second hydraulic means 65
The first method is to control each of the angles of ゜67 individually. It is composed of two second control means 72A and 72B.

(Function) The differential device 3 connects the input shaft 1 and the first. It is composed of two multi-plate clutches 17 and 17 provided between the second output shafts 11 and 11, and the differential device 3 can be made more compact.

1st. From the input shaft 1 to the first and second output shafts 1 by the second control means 72A, 72B and the first and second hydraulic means 85.67.
Desired driving force can be transmitted to each of 1.11 and 11.

(Example) Hereinafter, a case will be described in which an example of the present invention is applied to a differential device that drives rear wheels of an automobile.

FIG. 1 shows a sectional view of the main parts of the differential gear.

1 is a propeller shaft that is an input shaft, and 3 is a differential device that transmits power from the propeller shaft 1 to left and right rear wheels.

The differential device 3 includes a case member 9 rotatably supported by a housing 5 on the vehicle body side through a bearing 7, and two output shafts 11 inserted through the case member 9 and connected to the left and right rear wheels, respectively.
It is constituted by two left and right wet type multi-disc clutches 17, each consisting of an outer plate 13, an inner plate 15, etc., arranged between the case member 9 and each output shaft 11.

The case member 9 is connected to the bevel gear 19 by the propeller shaft 1.
It rotates via 21.

The case member 9 consists of a case body 23 and a lid body 25.

The case body 23 includes a small diameter cylindrical portion 23A, an end surface portion 23B,
The lid body 25 includes a body portion 23C having a spline 27 formed on its inner circumferential surface, and a small diameter cylindrical portion 25A and an end surface portion 25B.

A fluid chamber 29 is defined by the case body 23 and the lid 25, and the lubricating oil stored in the housing 5 is made to flow into the fluid chamber 29 through the hole 31 of the body portion 23C.

Each output shaft 11 is connected to the housing 5 through an oil seal 33.
Also, the small diameter cylindrical portion 23A is inserted into the inside.

25A through the bushing 35 into the fluid chamber 29, and each output shaft 11 is installed so as to be freely movable in the axial direction with respect to the case member 9 and the housing 5 on the center of rotation of the case member 9.

Each output shaft 11 has a hollow shape, and a collar 39 is provided between the inner ends of the hole 3 of each output shaft 11 to regulate the inner end position of the output shaft 11.
Insert. The collar 39 rotates relative to the case member 9 due to friction with the output shaft 11 when the output shaft 11 rotates differentially with respect to the case member 9 .

In the drawing, reference numeral 41 denotes a constant velocity joint connected to the left and right rear wheel axles, and a shaft 43 of the constant velocity joint 41 is fitted into the hole 37 of each output shaft 11 from the outside via an O-ring 45, and a spline 47, They are connected by a C ring 49.

A spline 51 is formed on a portion of each output shaft 11 located within the fluid chamber 9, and a flange portion 53 is formed on the inner end of each output shaft 11.

The flange portion 53 and end surface portions 23B and 25B of each output shaft 11
A plurality of outer plates 13 and inner plates 15 are alternately arranged in the fluid chamber 9 portion in between.

The outer plate 13 is disposed so as to be engaged with the splines 27 of the case body 23 so as to rotate together with the case member 9.

The inner plate 15 is disposed so as to be engaged with the spline 51 of each output shaft 11 so as to rotate together with each output shaft 11.

As shown in FIG. 2, a wing member 55 having a wing portion 53 is attached to the center of the collar 39. The wing member 55 scrapes up the lubricating oil that is gathered around the outer periphery of the fluid chamber 29 due to centrifugal force when the case member 9 rotates, and removes the lubricating oil from the lateral oil passage 57 formed in the output shaft 11.
, lubricating oil is supplied between the outer plate 13 and the inner plate 15 via the vertical oil passage 59.

A cylinder member 6 having an annular groove 61 open to the side of the vehicle is formed on the end surface of the housing 5 from which each output shaft 11 projects.
Install 3. An annular piston 65 is installed in the groove 61, and the groove 61 and the piston 65 define a hydraulic chamber 67.

Then, a flange 69 is attached to a portion of each output shaft 11 that protrudes from the housing 5, and a bearing flap 1 is arranged between the tip of the piston 65 and the flange 69, and by supplying pressure oil to the hydraulic chamber 67, the piston is 65, the output shaft 11 is moved outward via the bearing 71, and the actuator plate 13 is moved by the flange 53.
and the inner plate 15 on the inner wall 2 of the end surfaces 23B and 25B.
3B-1 and 25B-1 to transmit power from the propeller shaft 1 to the left and right output shafts 11.

In the drawings, 23B-2 and 25B-2 indicate relief grooves when the output shaft 11 is moved outward.

Further, the pressure between the outer plate 13 and the inner plate 15 is released by returning each output shaft 11 to the inner end position by a spring (not shown), and the movement of the output shaft 11 is absorbed within the constant velocity joint 41.

The pressure in each hydraulic chamber 67 is the first. Second control means 72A, 7
2B, and the pressure in each hydraulic chamber 67 can be controlled in various ways based on various operating parameters of the vehicle.

In the example, 1st. The second control means 72A, 72B each include a linear solenoid valve 73 as shown in FIG. 3, and control the supply of pressure oil to each hydraulic chamber 67.

FIG. 3 shows a schematic diagram of the pressure oil control system.

In Fig. 3, 75 is a power supply, 77 is an oil motor, and 7
9 is an oil motor, 81 is a reservoir tank, 83 is a pressure oil supply path connecting between the reservoir tank 81 and the inlet boat 73-1 of the solenoid valve 73, 85 is an outlet port 73-2 of the solenoid valve 73, and a hydraulic chamber 67 8 is a return path connecting the tank boat 73-3 of the solenoid valve 3 and the reservoir tank 81.

The pressure oil supply path 83 includes a one-way valve 85 and an accumulator 87.
, a pressure sensor 89 is provided, and the oil motor 77 is operated by a controller 91 based on a pressure signal from the pressure sensor 89.
The pressure inside the pressure oil supply path 83 is controlled to a desired value.

Each linear solenoid valve 73 is connected to a solenoid valve drive circuit 93.
The electromagnetic force according to the current II% I2 from the spool 73-
Since the spool 73-4 receives a force corresponding to the hydraulic pressure in the hydraulic chamber 67 from the opposite direction, the linear solenoid valve 3 can control the hydraulic pressure according to the current 11 and 2. .

For example, when turning, the pressure in the hydraulic chamber 67 on the outer ring side is made larger than the hydraulic chamber 67 on the inner ring side, and the pressing force by the piston 65 on the outer ring side is increased, so that the output shaft 11 on the outer ring side outputs an output on the inner ring side. It is possible to transmit a larger output torque than the shaft 11 and generate a differential rotation between the left and right output shafts 11, thereby making it possible to turn smoothly.

In this case, for example, if the steering device is a power steering system in which a hydraulic cylinder is actuated by the axial movement of a control valve, a differential transformer type displacement system is used, which includes a core or coil at the end of the control valve and detects the displacement of the control valve. The currents 11 and 2 are determined by the solenoid valve drive circuit based on the steering angle signal from the differential transformer type displacement meter.
-4 to control the opening area of the inlet port 3-1.

Furthermore, it is also possible to control the pressure within the hydraulic chamber 67 in response to the output torque T of the propeller shaft 1.

FIG. 4 shows a block diagram for determining the output torque T of the propeller shaft 1.

In FIG. 4, 101 is an engine negative pressure sensor, 103 is an engine rotation speed sensor, and 105 is a transmission output shaft rotation speed sensor.

First, the engine negative pressure signal P from the engine negative pressure sensor 101
v, an engine rotational speed signal Ne from the engine rotational speed sensor 103, and an output shaft rotational speed signal Nt from the output shaft rotational speed sensor 105 of the transmission, respectively.

Next, the arithmetic circuit 10 calculates the engine output torque Te from the engine negative pressure signal Pv and the engine rotation speed signal Ne based on the data table, and the arithmetic circuit 109
, the engine rotation speed signal Ne and the output shaft rotation speed signal N
The gear ratio R is obtained from t, and the output torque T of the propeller shaft 1 is obtained in the arithmetic circuit 111 from this gear ratio R and the engine output torque Te.

Then, based on the output torque T, the solenoid valve drive circuit 93 determines a current of 11.1 m, and the solenoid valve 73
Move the spool 73-4 of the inlet boat 73-
By controlling the opening area of the propeller shaft 1, it is also possible to control the pressure inside the hydraulic chamber 67 in accordance with the output torque T of the propeller shaft 1.

This embodiment is configured as described above, and the differential device 3 is configured with two left and right wet type multi-disc clutches 17, so the transmission of driving force to the two output shafts 11 can be individually controlled with a compact structure. Can be done.

In particular, in the embodiment, since the present invention is applied to a differential device for rear wheels of an automobile, turning performance etc. can be improved.

In addition, although a wet type multi-disc clutch was used in the embodiment, the multi-disc clutch may be a dry type.

(Effects of the Invention) As is clear from the above description, according to the present invention, it is possible to obtain a differential device that can independently control the transmission of driving force to two output shafts with a compact structure. .

[Brief explanation of the drawing]

Figure 1 is a sectional view of the main parts of the differential gear, Figure 2 is a front view of the blade member, Figure 3 is a schematic diagram of the pressure oil control system, and Figure 4 is a block diagram for determining the output torque of the propeller shaft. It is. In the drawing, 1 is a propeller shaft, 3 is a differential gear, 9 is a case member, 11 is an output shaft, 13 is an outer plate, 1
5 is an inner plate, 17 is a wet type multi-disc clutch, 65 is a piston, 67 is a hydraulic chamber, and 73 is a linear solenoid valve.

Claims (1)

[Claims] A case member rotated by an input shaft, and a first member extending in opposite directions on the rotation center of the case member.
and a second output shaft; a plurality of outer plates that are supported by the case member and rotate together with the case member; and a plurality of outer plates that are supported by the first and second output shafts and rotate together with each output shaft and alternate with the outer plates. a plurality of first and second inner plates arranged in the first and second inner plates;
a second hydraulic means for pressing the second inner plate and the outer plate;
a hydraulic means, and a first hydraulic means for individually controlling the first hydraulic means and the second hydraulic means, respectively;
, and two second control means.