JPH0314414Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a vehicle equipped with a differential mechanism that disables a differential mechanism provided between a first and a second drive wheel, and particularly relates to a vehicle equipped with a differential mechanism that disables a differential mechanism provided between a first drive wheel and a second drive wheel. The present invention also relates to a braking device having a braking mechanism consisting of a first system and a second system that respectively brake a second drive wheel.

[Conventional technology]

Conventionally, in order to improve safety, this type of braking system divides the brake piping into two systems using a front-rear split system, diagonal split system, etc., and even if one system breaks, the remaining one It is designed to ensure a certain degree of braking ability.

[Problem that the invention attempts to solve]

However, in the conventional device described above, when one system is damaged, when the driver steps on the brake pedal, the rotation of the wheels associated with the undamaged system is braked, and the rotation of the wheels associated with the damaged system is stopped. Since the rotation is not braked, the direction of movement of the vehicle becomes unstable.
In particular, if the front wheel side system of the brake piping system that adopts the front-rear split system is damaged, the rear wheels will lock up when the driver suddenly applies the brakes, and a slight imbalance will cause the vehicle to sway, causing the vehicle to The direction of travel becomes extremely unstable.

The purpose of the present invention is to solve the above problem by putting the differential mechanism into operation when a failure occurs in one system of the braking mechanism, thereby disabling the differential mechanism and disabling the system through the drive system to ensure that the differential mechanism is inoperable. To provide a braking device for a vehicle, which transmits the braking force of a wheel related to a failed system to a wheel related to a failed system, and brakes also the wheels related to the failed system.

[Means for solving problems]

In order to solve this problem, the structural features of the present invention include a differential mechanism provided between the first and second drive wheels, and a differential mechanism that disables the differential mechanism when the differential mechanism is in operation. In the vehicle, a braking mechanism comprising a brake operating means for operating the brakes of the vehicle, a first and a second system for respectively braking the first and second driving wheels in accordance with the operation of the brake operating means, and the first and second driving wheels. Alternatively, the present invention may include a failure detection means for detecting a failure in the second system, and a deflock mechanism control means for setting the deflock mechanism to an operating state in response to the failure detection.

[Function and effect of the idea]

In the present invention configured as described above, when a failure occurs in the first system (or second system) of the braking mechanism, the failure detection means detects this failure, and in response to this failure detection, the defrock mechanism is controlled. The means are
The differential mechanism provided between the first drive wheel related to the first system and the second drive wheel related to the second system is rendered inoperable by putting the deflock mechanism into an active state. As a result, the second driving wheel (or the first
The braking force of the driving wheels) is also transmitted to the first driving wheels (or second driving wheels) related to the failed first system (or second system) via the differential mechanism that has become inoperable. , the braking force of the non-faulty second system (or the first system) is distributed to the first drive wheel and the second drive wheel, and the rotation of both wheels is equally braked, so that the vehicle travels in the direction of travel. The system does not become unstable and can be expected to improve vehicle driving safety.

〔Example〕

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 schematically shows a vehicle equipped with a drive device 10, a brake device 20, and an electric control device 30.

The drive device 10 includes an engine 11 and an engine 1.
a central differential mechanism 14 that transmits the driving force of 1 to the left and right front wheels 12a, 12b and the left and right rear wheels 13a, 13b;
A front wheel differential mechanism 15 is provided between the left and right front wheels 12a and 12b, and a rear wheel differential mechanism 16 is provided between the left and right rear wheels 13a and 13b. A front main drive shaft 17a and a rear main drive shaft 17b are connected to the central differential mechanism 14, and the front main drive shaft 17a transmits its rotational driving force through a front wheel differential mechanism 15 and left and right front wheel drive axles 18a, 18b. left and right front wheels 12
a, 12b, and the rear main drive shaft 17b transmits the rotational driving force to the left and right rear wheels 13a, 12b via the rear wheel differential mechanism 16 and the left and right rear wheel drive axles 19a, 19b.
13b.

The central differential mechanism 14 also includes a differential lock mechanism 14 that disables the mechanism 14 in its operating state.
a is assembled. This deflock mechanism 14
As shown in FIG. 2, a shows a lock lever 50 that is rotatably supported by a case 40 of the differential mechanism 14 at its fulcrum 50a, an electromagnetic actuator 51 that controls the rotation of the lock lever 50, and a rotation of the lock lever 50. The lock member 52 is provided with a cylindrical lock member 52 that is displaced in the lateral direction as shown in the drawing. The lock lever 50 is constantly biased to rotate counterclockwise by a spring 53 disposed between its one end 50b and the case 40. The electromagnetic actuator 51 includes an electromagnetic solenoid 51a fixed to the case 40 and a hole 50 provided in the lock lever 50.
an armature shaft 51c that passes through c and has a flange 51b at an intermediate portion; and a coil spring 5 that is provided between the electromagnetic solenoid 51a and the flange 51b and urges the flange 51b and the armature shaft 51c to the right in the figure.
1d. The biasing force of this coil spring 51d is set to be larger than the biasing force of the spring 53. In addition, the armature shaft 51c has a coaxial 51c.
A retaining pin 51e is provided to prevent the lock lever 50 from being pulled out from the hole 50c to the left side in the figure. As a result, the electromagnetic solenoid 51
When the armature a is excited, the armature shaft 51c is displaced to the left in the figure against the coil spring 51d, and the lock lever 50 is rotated counterclockwise by the biasing force of the spring 53. (State as shown) On the other hand, when the electromagnetic solenoid 51a is demagnetized, the armature shaft 51c is biased toward the right in the diagram by the coil spring 51d, and the biasing force of the coil spring 51d is set to be larger than the biasing force of the spring 53. Therefore, the collar 51b presses the lock lever 50 to the right in the figure, and the lock lever 50 rotates clockwise.

The lock member 52 has a groove 52a provided on its cylindrical outer periphery to accommodate the other end 50d of the lock lever 50 so as to be slidable in the circumferential direction, and a gear 52b provided on its cylindrical inner periphery. 50
In the illustrated state, the gear 52b meshes only with the gear 41a integrally formed on the side gear shaft 41, separating the side gear shaft 41 and the differential case 42, so that the differential mechanism 14 becomes operable. Further, due to the clockwise rotation of the lock lever 50, the other end 50d of the same lever 50 displaces the lock member 52 to the left in the figure, thereby locking the gear 5.
When the gear 2a is meshed with the gear 41a and the gear 42a integrally formed with the differential case 42, the side gear shaft 41 and the differential case 42 are connected via the lock member 52, so that the side gear shaft 41 and the differential The differential case 42 and the lock member 52 rotate together, and the differential mechanism 14 becomes inoperable. In addition, the code|symbol 41b shows a side gear, the code|symbol 43 shows a pinion shaft, and the code|symbol 43a shows a pinion gear.

The braking device 20 also includes a brake pedal 21 operated by the driver, a master cylinder 22 driven by depression of the brake pedal 21, and pressure oil supplied from the master cylinder 22 to the left and right front wheels.
Wheel cylinders 23a, 23b, 23c, and 23d are provided corresponding to the respective wheels for braking the rotation of the left and right rear wheels 13a, 13b. When the brake pedal 21 is depressed, the master cylinder 22 has a front oil chamber 22a that supplies pressure oil to the wheel cylinders 23a and 23b via a conduit 42a, and a front oil chamber 22a that supplies pressure oil to the wheel cylinders 23c and 23d via a conduit 24b. Side oil chamber 22
It has b. Furthermore, in the master cylinder 22,
A failure detection device 22c is installed that detects a failure and generates a failure signal when either of the conduits 24a, 24b is damaged due to the oil pressure difference between the front oil chamber 22a and the rear oil chamber 22b.

The electric control device 30 is operated by the driver,
A selection operation switch 31 generates a selection signal for selecting a non-operating state of the deflock mechanism 14a in a first state and selecting an operating state of the same mechanism 14a in a second state; A microcomputer 32 is provided which generates a deflock control signal to put the deflock mechanism 14a into an active state (or a non-active state) by executing a program to be described later in response to a fault signal from the fault detection device 22c. Microcomputer 32
is a read-only memory ROM (hereinafter simply referred to as
ROM) 32a, and a central processing unit CPU (hereinafter simply referred to as CPU) 32b that executes the program.
, a writable memory RAM (hereinafter simply referred to as RAM) 32c that temporarily stores variables necessary for program execution, and an input/output interface I/O (hereinafter simply referred to as I/O) that exchanges signals with external circuits.
) 32d and these ROM32a,
A bus 32e is provided to commonly connect the CPU 32b, RAM 32c, and I/O 32d.
The I/O 32d includes a defroster clamp 34 that lights up when the deflock mechanism 14a is in operation.
A warning lamp 35 that lights up when a failure occurs in the braking device 20 is connected. Note that these lamps 34 and 35 are arranged near the driver's seat, and are used to monitor the state of the deflock mechanism 14a and the braking device 2.
This is to notify the driver of the zero state. In addition, the I/O 32d has a microcomputer 3.
A memory circuit 36 for storing a deflock control signal outputted from the defrock mechanism 14a is connected to the memory circuit 36, and in response to the output of the memory circuit 36, an electromagnetic solenoid control circuit 37 controls the excitation or demagnetization of the electromagnetic solenoid 51a of the deflock mechanism 14a.

The vehicle braking system configured as described above will be explained using the flowchart of FIG. 3. When the ignition switch (not shown) is closed,
The CPU 32b executes the program in step 6.
Starting from 0, run the program to steps 61, 6.
Proceed to step 2. If the braking device 20 is operating normally and the driver selects the first state of the selection operation switch 31 (the non-operating state of the deflock mechanism 14a), the CPU 32b detects a failure from the failure detection device 22c in step 61. ``NO'' is determined based on the non-occurrence of the signal, and ``NO'' is determined in step 62 based on the selection signal from the selection operation switch 31, and the program proceeds to step 63. At step 63, the CPU 32b activates the deflock mechanism 1.
A deflock control signal is outputted to control the circuit 4a to be inactive, and the storage circuit 36 stores this control signal. The electromagnetic solenoid control circuit 37 excites the electromagnetic solenoid 51a based on this stored control signal. This energization causes the lock lever 50 to rotate counterclockwise to control the differential lock mechanism 14a to be inactive, thereby enabling the central differential mechanism 14 to operate. When the central differential mechanism 14 is ready for operation, a memory circuit 36 that stores the differential control signal
This operation is maintained until a deflock control signal is generated to control a deflock mechanism 14a, which will be described later, into an active state. Further, after executing step 63, the CPU 32b executes the program at step 6.
1 and continue executing the cyclic operations of steps 61-63.

In this state, the driving force from the engine 11 is transmitted to the left and right front wheels 12a, 12b and the left and right rear wheels 13 via the central differential mechanism 14 which is in an operable state.
a, 13b, the vehicle functions as a normal four-wheel drive vehicle. When the driver depresses the brake pedal 21, the front oil chamber 22a of the master cylinder 22 supplies pressure oil to the wheel cylinders 23a, 23b via the conduit 24a to brake the left and right front wheels 12a, 12b. The rear oil chamber 22b supplies pressurized oil to the wheel cylinders 23c and 23d via a conduit 24b to brake the left and right rear wheels 13a and 13b.

During the cyclic calculations in steps 61 to 63 above, the conduit 2
4a (or conduit 24b), the failure detection device 22c generates a failure signal, and the CPU 32b
In step 61, the determination is ``YES'', and in step 64, a lighting control signal is generated to the warning lamp 35 via the I/O 32d, and the warning lamp 35 is turned on. This lighting allows the driver to recognize that a failure has occurred in the braking device 20. Step 64
After execution, the CPU 32b outputs a deflock control signal to control the deflock mechanism 14a to an operating state in step 65, and the storage circuit 36 stores this control signal. The electromagnetic solenoid control circuit 37 is
The electromagnetic solenoid 51a is demagnetized based on this stored control signal. Due to this degaussing, the lock lever 50 rotates clockwise to lock the deflock mechanism 14.
a to the operating state, the central differential mechanism 14
becomes inoperable. This inoperable state of the central differential mechanism 14 is maintained until a deflock control signal is generated which controls the aforementioned deflock mechanism 14a to be inactive. Further, after executing step 65, the CPU 32b controls the I/O3 in step 66.
2d to generate a lighting control signal to the differential clamp 34 to light the differential clamp 34,
The driver is informed that the differential lock mechanism 14a is in the active state (the central differential mechanism 14 is inoperable). Next, the CPU 32b advances the program to step 61 and continues executing the cyclic operations of steps 61, 64-66.

In such a state, the driving force from the engine 11 is transmitted to the front main drive shaft 17a, the left and right front wheels 12a, 1 through the central differential mechanism 14 which is in an inoperable state.
2b, rear main drive shaft 17b, left and right rear wheels 13a,
13b, the rotation speeds of the front main drive shaft 17a and the rear main drive shaft 17b become equal, and the rotation speeds of the left and right front wheels 12a, 12b (left front wheel 12a
and the average rotation speed of the right front wheel 12b) and the left and right rear wheels 13
a, 13b rotation speed (left rear wheel 13a and right rear wheel 13
The average rotational speed of b) will also be equal. Further, when the brake pedal 21 is depressed by the driver, the conduit 2
4a (or conduit 24b) is damaged, the rear oil chamber 22b (or front oil chamber 22a) of master cylinder 22 is connected to wheel cylinders 23c, 23d (or wheel cylinder 23a) via conduit 24b (or conduit 24a). , 23b) to supply pressure oil to the left and right rear wheels 13a, 13b (or left and right front wheels 12a, 23b).
12b), but the wheel cylinder 23
a, 23b (or wheel cylinders 23c, 23
Since pressure oil is not supplied to d), the left and right front wheels 1
2a, 12b (or left and right rear wheels 13a, 13b) are not braked. However, as mentioned above, since the rotation speeds of the front main drive shaft 17a and the rear main drive shaft 17b are kept equal, the left and right front wheels 12a, 12
b (or left and right rear wheels 13a, 13b) rotation speed is
The left and right rear wheels 13a, 13b (or left and right front wheels 12) have deteriorated due to the braking action of the wheel cylinders 23c, 23d (or wheel cylinders 23a, 23b).
a, 12b), and as a result, the left and right front wheels 12a, 12b (left and right rear wheels 13a, 13
b) will also be braked. In this way, even if the conduit 24a (or conduit 24b) is damaged,
The left and right rear wheels 13a, 13b (or the left and right front wheels 12a, 12
The braking force of b) is applied to the left and right rear drive axles 19a, 19.
b (or left and right front wheel drive axles 18a, 18b), rear wheel differential mechanism 16 (or front wheel differential mechanism 15), rear main drive shaft 17b (or front main drive shaft 17a), center inoperable state. Differential mechanism 14, front main drive shaft 17a (or rear main drive shaft 17b), front wheel differential mechanism 15 (or rear wheel differential mechanism 16), left and right front wheel drive axles 18a, 18b (or left and right rear wheel drive The left and right front wheels 12a, 12b (or the left and right rear wheels 13a, 1
3b), the braking force of the vehicle is distributed to the left and right front wheels 12a, 12b and the left and right rear wheels 13a, 13b, and the direction of movement of the vehicle does not become unstable.

Also, during the cyclic calculations in steps 61 to 63,
When the driver sets the selection operation switch 31 to the second state (the operating state of the deflock mechanism 14a),
The CPU 32b determines "YES" in step 62, and executes the cyclic calculations in steps 65, 66, 61, and 62. Through this circular calculation, the differential lock mechanism 14a is put into operation and the central differential mechanism 14 is made inoperable. It can be easily escaped by operation. In this case, the defrot clamp 34 is turned on by executing step 66, but the warning lamp 35 is not turned on.

In the above embodiment, a vehicle in which a front and rear split system is used as a brake piping system has been described, but the present invention can also be applied to a vehicle that uses a diagonal split system as a brake piping system.
In this case, the front wheel differential mechanism 15 and the rear wheel differential mechanism 16 of the above embodiment are also equipped with a deflock mechanism, and the front wheel differential mechanism is activated in response to a failure in the brake piping system. 15 and the rear wheel differential mechanism 16 may be made inoperable.

[Brief explanation of the drawing]

Fig. 1 is an overall schematic diagram of a vehicle equipped with a braking device according to the present invention, Fig. 2 is a diagram showing a state in which a deflock mechanism is assembled to the central differential mechanism shown in Fig. 1, and Fig. 3 is a diagram similar to that shown in Fig. 1. 1 is a flowchart of a program executed by a microcomputer. Explanation of symbols, 10... Drive device, 11... Engine, 12a, 12b... Front wheels, 13a, 13b
...Rear wheel, 14... Central differential mechanism, 14a... Defrot lock mechanism, 15... Front wheel differential mechanism, 16...
... Rear wheel differential mechanism, 17a... Front main drive shaft, 1
7b... Rear main drive shaft, 18a, 18b... Front wheel drive axle, 19a, 19b... Rear wheel drive axle, 2
0...braking device, 22c...failure detection device, 30
. . . Electrical control device, 32 . . . Microcomputer, 37 . . . Electromagnetic solenoid control circuit.

Claims (1)

[Scope of utility model registration request] a differential mechanism provided between the first and second drive wheels;
In a vehicle equipped with a differential mechanism that disables the differential mechanism in its operating state, a brake operating means for operating the brakes of the vehicle; a braking mechanism consisting of a first and a second system for respectively braking the system; a failure detection means for detecting a failure in the first or second system; and a defroc mechanism for putting the deflock mechanism into an operating state in response to the failure detection. A braking device for a vehicle, comprising a control means.