JPH0241064Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a differential device for a vehicle.

[Prior art]

In a differential device that allows differential rotation between the running wheels of a vehicle, if one wheel slips, the other wheel also loses most of its driving force, making it difficult to escape from that point. I get used to it. In order to prevent such a situation, an electromagnetic clutch was incorporated into the differential device to provide a differential limiting function, as disclosed in Japanese Patent Application Laid-Open No. 1983-
It is disclosed in Publication No. 178040.

The system described in this publication estimates the running state of the vehicle by installing rotation sensors on both the left and right axles and position sensors on the tie rod, which is a part of the steering system, and then limits the differential through the central processing unit. controlling the means.

For example, when the vehicle is turning, such a vehicle differential device calculates the rotation ratio of the inner and outer wheels of the rear wheels from the steering angle detected by the position sensor of the steering device, and if the rear wheels rotate at this ratio. If this is not the case, the ground contact pressure of the inner ring may be reduced due to slips or rolls, and if such a situation occurs, the differential limiting means should be locked.

In addition, if an imbalance occurs between the output values of the rotation sensors for both the left and right axles when the position sensor detects that the steering device is moving straight, one wheel slipping or one brake failure occurs. It is thought that a bias or the like is occurring, and the differential limiting means is also locked in such a case.

[Problem that the invention attempts to solve]

Therefore, in such a conventional vehicle differential device, as described above, the differential limiting means is locked only after slipping occurs, so slipping and the like cannot be prevented. First, if the vehicle locks up during cornering or the like, the driving force will be transmitted all at once, causing a spin or the like, which will put the vehicle in an extremely dangerous situation.

This invention was made in view of these conventional problems, and aims to provide a vehicle differential device that can prevent slips and the like when turning or on rough roads.

[Means for solving the problem] In order to achieve this object, this invention provides a displacement detector for detecting the displacement of the suspension system of the vehicle in a differential system for a vehicle equipped with a differential limiting means. and a control means for controlling the differential limiting means in response to a detection signal from the displacement detector.

〔Example〕

An embodiment of this invention will be described below with reference to FIGS. 1 and 2.

FIG. 1 is a sectional view of a differential device applied to this device.

Pinion shaft 3 near the center of differential case 1
A pinion gear 5 is rotatably fitted therein.
Side gears 7 are arranged on the left and right sides of this pinion gear 5 and mesh with the pinion gear 5. Output shafts 9 and 11 are fitted into the side gears 7, respectively, and the output shaft 9 is connected to the left wheel drive shaft (not shown), and the output shaft 1
1 is connected to a right wheel drive shaft (not shown).

A multi-plate friction clutch 13 is incorporated between the differential case 1 and the side gear 7 of the above-mentioned differential device as differential limiting means. The differential case 1 is connected to an input shaft 15 via a pair of hypoid gears 17, and is driven and rotated by the input shaft 15.

Half of the friction plates 19 of the friction clutch 13 are locked to the side of the differential case 1 so as to be movable in thrust, and the remaining half 21 are locked to the side of the side gear 7 so as to be movable in thrust, and they are arranged alternately. A pressure ring 23 as a pressure member for pressing and moving these friction plates 19 and 21 so as to bring them into contact with each other so as to fasten the friction clutch 13.
is arranged near the end face of the friction plate group closer to the outside of the differential case 1, and a back ring 25 is arranged near the end face of the friction plate group opposite to the end face, that is, the end face closer to the center of the differential case 1. There is.

Carrier 3 near the outside of pressure ring 23
A ring-shaped piston 33 that almost faces the pressure ring 23 is placed in a ring-shaped groove formed on the inner surface of the piston 1 through a sealing O-ring 35 in a watertight manner.
It is attached so that it can slide freely. Behind the piston 33, a passage 37 for pressure oil, which is the working fluid of the piston 33, penetrates into the carrier 31.
It is connected to a conduit (not shown) by a connector member 39 attached to the outer surface of the carrier 31. Furthermore, it is connected to a control system including a sensor, a controller (control means), a regulator, etc. (not shown).

The front surface of the piston 33 and the pressure ring 23
A ring-shaped connecting member 43 is provided between the ring-shaped connecting member 43 and several connecting spindles 4 disposed on the circumference of the back surface of the ring-shaped connecting member 43 so as to be able to move in thrust while rotating together with the differential case 1 via a thrust roller bearing 41.
4 is placed. The connecting member 43 and the connecting spindle 44 are integrally connected to the pressure ring 23 by a spring pin or the like, and can smoothly transmit the longitudinal movement of the piston 33 to the pressure ring 23 rotating together with the differential case 1. It's becoming like that. Note that the thrust roller bearing 41 connects the retainer on the inner peripheral side to the connecting member 4.
It is rotatably locked to an annular protrusion 45 provided on the inner periphery of the contact surface of No. 3.

These piston 33, thrust roller bearing 41, connecting member 43, and connecting spindle 4
4 constitutes an actuator. This actuator is actuated via pressure oil by external operation by the control system and drives the pressure ring 23.

FIG. 2 is an overall configuration diagram showing a state in which the differential device configured as described above is installed in a vehicle as a rear differential device 47, and the lower side in the figure is the rear side of the vehicle. A displacement detector 50 for detecting the displacement of the shock absorber is built into the shock absorber of the left and right suspension system 49 on the rear side. The detection signal of the displacement detector 50 is input to the control means 51.

On the other hand, the rear differential device 47 has a pressure oil switching valve 53.
is connected, and this pressure oil switching valve 53 receives an operation command from the control means 51.

Now the left wheel drive shaft 55 of the rear differential device 47
The multi-disc friction clutch 13 serving as the differential limiting means is controlled to release the connection between the drive shaft 57 and the right wheel drive shaft 57. That is, the control means 51 moves the pressure oil switching valve 53 to the right from the position shown in the drawing to cut off the pressure of the hydraulic pump 59 and release the hydraulic pressure applied to the rear differential device 47 side. In this case, it is also possible to easily adjust the degree of release oil pressure via the relief valve 60, that is, control the release of the differential limiting action.

With this configuration, when the vehicle turns, the suspension device 49 on the inner wheel side extends, while the suspension device 49 on the outer wheel side contracts, and both suspension devices 49
The control means 51 calculates the difference in displacement of converts it into a pressure change of the working fluid and guides it to the piston 33 via a conduit and a working fluid passage 37.
move.

The movement of this piston 33 is controlled by a thrust roller bearing 41, a connecting member 43, and a connecting spindle 44.
The pressure ring 23 is pressed and moved through the friction clutch 13 to engage the friction clutch 13 under optimum conditions.

Displacement of the suspension system can be detected before the inner ring lifts up, that is, before it slips, so differential limiting can be done before the inner ring slips, so even if the inner ring lifts up afterwards, the drive torque of the outer wheel remains unchanged. There is no sudden escape, and slips are prevented. Therefore, it is possible to avoid a situation where the drive torque is transmitted to the outer wheel all at once.
Spin etc. can be prevented.

Furthermore, even when the vehicle travels on a rough road where the differential value of the displacement of the suspension system 49 is large and continues for a long time, the differential of the rear differential 47 is controlled based on the displacement difference between the left and right suspension systems 49, and the slip prevent from happening.

Note that this invention is not limited to the above-mentioned embodiments. For example, the displacement detector can be installed on either the left or right suspension system. In this case, when the suspension system with the displacement detector installed is on the inner ring side during turning, the displacement in the shock absorber's extension direction Similarly, when it is on the outer ring side, the displacement of the shock absorber in the contraction direction may be detected and sent to the control means.

[Effect of idea]

As explained above, according to this invention, the driving condition is estimated based on the displacement of the suspension system and the differential of the differential system is controlled, making it possible to prevent wheel slippage and prevent the vehicle from becoming dangerous. You can prevent yourself from falling into such a situation.

[Brief explanation of the drawing]

The attached drawings relate to one embodiment of this invention, and show the first embodiment.
The figure is a cross-sectional view of the differential device, and FIG. 2 is a schematic configuration diagram when the device of FIG. 1 is applied to a four-wheel drive vehicle. 13...Friction clutch (differential limiting means), 49
... Suspension device, 50 ... Displacement detector, 51 ... Control means.

Claims (1)

[Scope of utility model registration request] In a vehicle differential device including a differential limiting means, a displacement detector for detecting displacement is attached to a suspension system of the vehicle, and a control means receives and outputs a detection signal from the displacement detector; Valve means for controlling the supply of fluid in response to an output signal from the means, and drive means for controlling the drive of the differential limiting means by controlling the supply of fluid by the valve means, and the suspension system of the vehicle is caused to be displaced. 1. A differential device for a vehicle, characterized in that the differential limiting means is controlled when the differential is stopped.