JPH0539941Y2 - - Google Patents

Description

[Detailed description of the invention] A. Purpose of the invention (1) Industrial application field This invention is designed to switch between the coupling state and the disengagement state between the front wheels and the rear wheels. The present invention relates to a drive state switching control device for a vehicle, in which an actuator is interposed in the clutch and can exert an electromagnetic force in a direction to resist and interrupt the biasing force, and the actuator is connected to the clutch, and a control means is connected to the actuator.

(2) Prior Art Conventionally, in such devices, the actuator is provided with a single solenoid, and energizing the solenoid disengages the clutch, and demagnetizing the solenoid disengages the clutch. That's what I do.

(3) Problems to be solved by the invention However, in the initial stage of switching the clutch from the engaged state to the disengaged state, the movable parts of the clutch drive system are affected by their own inertia, the movable parts and other members. Unless a relatively large driving force is applied to overcome the static friction force acting on the sliding part between the
The movable part cannot be actuated, whereas in order to keep the clutch in the disengaged state after the transition to the disengaged state is completed, the movable part must simply be uncoupled. Only a relatively small amount of force is required to hold it in place.

However, in the conventional system described above, the clutch is driven by a single solenoid, so the solenoid alone exerts the relatively large electromagnetic force necessary to switch the clutch from the engaged state to the disengaged state. Therefore, when maintaining the disconnected state, the solenoid exerts a larger electromagnetic force than necessary, and there is a problem that the power consumption increases accordingly. This problem becomes more serious as the electromagnetic force of the single solenoid is set to be larger in order to quickly and reliably switch the clutch from the engaged state to the disengaged state.

The present invention was developed in view of the above circumstances, and aims to speed up the switching operation from the connected state to the disconnected state while minimizing the electromagnetic force required to maintain the disconnected state after switching. An object of the present invention is to provide a drive state switching control device for a vehicle that can reduce power consumption.

B. Structure of the invention (1) Means for solving the problem According to the invention, the actuator includes a holding solenoid that exerts an electromagnetic force sufficient to hold the clutch in a disengaged state against a biasing force, and The control means has a starting solenoid that exerts enough electromagnetic force to operate the clutch from a connected state to a disengaged state together with the electromagnetic force of the solenoid, and the control means can change the state between the front wheels and the rear wheels from the coupled state to the disengaged state. When switching to , both solenoids are energized, and when the connection is released, the starting solenoid is deenergized.

(2) Effect According to the above configuration, when the clutch is held in the disengaged state, only the holding solenoid is energized, so power consumption is reduced, and when switching from the engaged state to the disengaged state, the starting and holding solenoids are energized. Both solenoids are energized and can exert the electromagnetic force necessary for switching.

(3) Embodiment An embodiment of the present invention applied to a vehicle in which the front wheels are the driving wheels in a two-wheel drive state will be explained below with reference to the drawings. First, in FIG. 1, a pair of front wheels Wfl, Wfr and a pair of Rear wheels Wrl, Wrr are suspended at the front and rear parts of the vehicle body (not shown), respectively, and both front wheels Wfl, Wfr and both rear wheels Wrl,
Wrr is equipped with brakes Bfl, Bfr; Brl and Brr, respectively. These brakes Bfl, Bfr,
The hydraulic control circuit 1, which together with Brl and Brr constitutes the brake system, includes brakes for the front wheels Wfl and Wfr.
Bfl, Bfr and rear wheel Wrl, Wrr side brake Brl, Brr
An anti-lock control means 2 is attached which can control the two in different operating modes. The anti-lock control means 2 includes, for example, a brake Bfl of the left front wheel Wfl, a brake Bfr of the right front wheel Wfr, and a brake Bfr of the front right wheel Wfr.
The brake hydraulic pressure of Wrl and Wrr brakes Brl and Brr can be controlled individually, and the brake hydraulic pressure is reduced when the anti-lock control is activated.

Both front wheels Wfl, Wfr and both rear wheels Wrl, Wrr are:
It is connected to a power unit P via a drive system A. This drive system A includes a front differential Df that connects both front wheels Wfl, Wfr and a power unit P;
A rear differential Dr that connects both rear wheels Wrl and Wrr,
It is equipped with a propulsion shaft 3 that connects the power unit P and the rear left drive device Dr, and a front propulsion shaft 3a that is connected to the middle of this propulsion shaft 3, that is, connected to the power unit P.
and the rear propulsion shaft 3b connected to the rear differential Df, both front wheels Wfl, Wfr and both rear wheels Wrl,
A dog clutch 4 capable of switching between a connected state and a disconnected state between rr is provided, and an actuator 5 for driving this dog clutch 4 is controlled by a control means 6.

In FIG. 2 showing the main parts of the dog clutch 4,
In the housing 7 of the dog clutch 4, an input shaft 8 connected to the front propulsion shaft 3a and an output shaft 9 connected to the rear propulsion shaft 3b are coaxially opposed and connected to the bearing 1.
0 and 11, and a bearing 12 is provided between the opposing ends of the input shaft 8 and the output shaft 9.
is interposed.

Inside the housing 7, a hub 14 is coupled to the end of the input shaft 8 by a spline 13 so as to be movable in the axial direction but not to rotate relative to the axis. Further, within the housing 7, a hub 15 facing the hub 14 is fixed to the end of the output shaft 9 by a spline 16 and a nut 17. Furthermore, dog teeth 18 and 19 that can engage with each other are provided at opposing ends of both hubs 14 and 15. As a result, the hub 14 is moved toward the hub 15 side, and both dog teeth 18,
19, the input shaft 8, that is, the front propulsion shaft 3a, and the output shaft 9, that is, the rear propulsion shaft 3b are connected.

A cylindrical sleeve 2 coaxially surrounds the hub 14.
0 is disposed so as to be freely movable in the axial direction, and an annular collar portion 21 is provided protruding from the middle portion of the inner surface of this sleeve 20 . On the other hand, holding holes 22 are bored at a plurality of positions at intervals in the circumferential direction of the hub 14 at positions corresponding to the sleeves 20, and spheres 23 are accommodated in these holding holes 22, respectively. In addition, the input shaft 8
An annular groove 24 is provided on the outer peripheral surface of the holding hole 22, into which a part of the sphere 23 housed in the holding hole 22 can be fitted. Moreover, the inner diameter of the sleeve 20 is set to such an extent that the sphere 23 housed in the holding hole 22 can roll between it and the outer surface of the input shaft 8, and the amount of protrusion of the annular flange 21 from the inner surface of the sleeve 20 is maintained. A part of the sphere 23 is set to be pushed into the annular groove 24 by the annular collar 21 at a position corresponding to the hole 22 .

Further, a plurality of holding holes 25 are bored in the hub 14 at intervals in the circumferential direction at positions spaced apart from the holding holes 22 in the axial direction. Balls 26 are rotatably held between the inner surface of the input shaft 8 and the outer surface of the input shaft 8, and these balls 26 allow the sleeve 20 to move in the axial direction while maintaining its axis aligned with the input shaft 8. Allows for smooth movement.

A drive shaft 27 having an axis parallel to the input shaft 8 and output shaft 9 is supported in the housing 7 so as to be movable in the axial direction. The base of a fork 28 that holds the sleeve 20 is connected to the drive shaft 27 via a connecting pin 29 . And fork 2
A coiled spring 30 that surrounds the drive shaft 27 is compressed between the drive shaft 27 and the housing 7, and this spring 30 moves the drive shaft 27 and the fork 28 into a second position.
Force it to the left in the figure. When no external force is applied to the drive shaft 27, the sleeve 20 is driven to the left in FIG. movement to the right side is prevented, and the engaged state of the dog teeth 18 and 19, that is, the connected state of the dog clutch 4, is maintained.

At one end of the drive shaft 27 (the right end in FIG. 2), there is an actuator 5 that can exert an electromagnetic force for pulling and driving the drive shaft 27 against the spring force of the spring 30.
are concatenated. This actuator 5 has a spring 3
A holding solenoid 31 exerts an electromagnetic force sufficient to hold the drive shaft 27 in the right position in FIG. The housing 7 is provided with a starting solenoid 32 that exerts an electromagnetic force sufficient to move the drive shaft from the left end to the right end in the figure. This stroke switch 33 is connected to the drive shaft 27
When is on the left side in FIG. 2, that is, when the dog clutch 4 is in the connected state, conduction occurs, and when the drive shaft 27 moves to the right and the dog clutch 4 is disconnected, it is disconnected.

In FIG. 3, the control means 6 includes a processing circuit section 6a that controls anti-lock control and differential control of the dog clutch 4, and an electric circuit section 6b connected to the processing circuit section 6a. includes both the solenoids 31 and 32.

The processing circuit section 6a is provided with terminals _T1 to _T7 , and a first relay switch 35 connected to the terminal _T1 and a second relay switch 36 connected to the terminal _T2 are connected in parallel to the power supply 34. connected to. Further, the terminal T ₁ and the first relay switch 35 are grounded via the holding solenoid 31, and the terminal T ₂ and the second relay switch 36 are grounded via the starting solenoid 32.

Further, a first relay switch 35 and a first relay coil 38 forming a relay are connected to the terminal _T3 , and a second relay switch 36, a second relay coil 39 forming a relay, and a stroke switch are connected to the terminal _T4 . 33 are connected in series, and this series circuit is connected to the key switch 37 in parallel with the first relay coil 38. Moreover, terminal T ₅ is connected to stroke switch 33 and second relay coil 3.
Connected between 9 and 9.

Terminal T ₆ is connected to accessory switch 40 via clutch warning lamp 41, and terminal T ₇
is connected to the brake switch 42. Furthermore, the terminal T ₇ and the brake switch 42 are grounded via the brake lamp 43.

In the control means 6, a signal corresponding to a change in the switching mode of the stroke switch ₃₃ , that is, a signal indicating whether the dog clutch 4 is in a connected state or a disconnected state, is input to the terminal T5 of the processing circuit section 6a. Ru. This terminal
Clutch warning lamp 41 due to potential change of _T6
lights up or goes out. Further, a signal indicating whether or not a braking operation has been performed is input to the terminal _T7 , and the brake lamp 43 lights up in response to the braking operation.

_The terminals T ₃ and T ₄ are used to determine whether the dog clutch ₄ is in the connected state or in the disconnected state. T ₄ is in the grounded state.

Next, to explain the operation of this embodiment, in a four-wheel drive state with the dog clutch 4 engaged, when antilock control is performed, the front wheel
To avoid mutual interference between Wfl, Wfr and the rear wheels Wrl, Wrr, the terminals T ₃ and T ₄ of the processing circuit section 6a are grounded in order to disconnect the dog clutch 4. Then, the first and second relay switches 35, 36 are brought into conduction by the excitation of the first and second relay coils 38, 39, and the holding solenoid 31 and starting solenoid 32 are energized. The electromagnetic force of both solenoids 31 and 32 is
The drive shaft 27 can be driven to the right in FIG. 2 against a spring force of 0, and the sleeve 20 in the dog clutch 4 moves to the right. Furthermore, when the dog clutch 4 is in the connected state, the hub 14 receives a thrust force to the right due to the engagement of the dog teeth 18 and 19, and the rightward movement of the sleeve 20 causes the ball 23 to move from the annular groove 24 to the input shaft. Since it is possible to ride on the outer surface of the hub 18, it is possible to move the hub 14 to the right.
As the hub 14 moves to the right due to the thrust force, the dog teeth 18 and 19 are disengaged, and the dog clutch 4 is brought into a disengaged state. Thus, when switching the dog clutch 4 from the engaged state to the disengaged state, the starting and holding solenoids 32, 31
are both excited and can exert a relatively large electromagnetic force necessary for switching, so the movable parts of the clutch drive system (for example, the drive shaft 27, the sleeve 2
0, spheres 23, 26, hub 14, etc.) against their own inertia and the frictional resistance of the sliding parts, and the switching operation of the dog clutch 4 to the disengaged state can be performed quickly and reliably. You can make it happen.

Moreover, when the dog clutch 4 is in the disconnected state, the stroke switch 33 is disconnected, so the second relay coil 39 is demagnetized, the second relay switch 36 is accordingly disconnected, and the starting solenoid 32 is demagnetized. Therefore, the disconnected state of the dog clutch 4 is held only by the electromagnetic force of the holding solenoid 31, and it is possible to reduce power consumption by the amount of power consumed by the starting solenoid 32.

When returning from the two-wheel drive state to the four-wheel drive state, it is sufficient to increase the potential of the terminals T ₃ and T ₄ , thereby demagnetizing the holding solenoid 31 and returning the dog clutch 4 to the connected state.

In the above embodiments, a vehicle that switches from a four-wheel drive state to a two-wheel drive state during antilock control has been described, but the present invention also applies to a vehicle that switches from a four-wheel drive state to a two-wheel drive state during braking. Applicable.

C. Effects of the invention As described above, according to the invention, the actuator includes a holding solenoid that exerts an electromagnetic force sufficient to hold the clutch in the disconnected state against the biasing force, and an electromagnetic force of the holding solenoid. It also has a starting solenoid that exerts enough electromagnetic force to operate the clutch from the connected state to the disengaged state, and the control means operates both solenoids when switching from the coupled state to the disengaged state between the front and rear wheels. When the clutch is switched from the engaged state to the disengaged state, the starting solenoid and the holding solenoid are both energized and the comparison required for switching is performed. Because it can exert a large electromagnetic force, the movable parts of the clutch drive system can be activated quickly against their own inertia and the frictional resistance of the sliding parts, and the clutch can be released. Switching,
Furthermore, the front and rear wheels can be shut off quickly and reliably.

Moreover, when the clutch is held in the disengaged state after the switch to the disengaged state is completed, only the holding solenoid can be energized to reduce power consumption. Even if the clutch is relatively small, there is no problem if the clutch is simply held in the disengaged state.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention; FIG. 1 is a schematic diagram of the drive system, FIG. 2 is a vertical side view showing the configuration of the dog clutch, and FIG. 3 is a circuit diagram showing the configuration of the control means. . A...Drive system, Wfl, Wfr...Front wheel, Wrl,
Wrr... Rear wheel, 4... Dog clutch, 5... Actuator, 6... Control means, 31... Holding solenoid, 32... Starting solenoid.

Claims (1)

[Scope of utility model registration request] An actuator in which a clutch biased toward the coupling side is interposed in the drive system in order to switch between a coupling state and a disengagement state between the front wheels and the rear wheels, and is capable of exerting an electromagnetic force in a direction to resist and interrupt the biasing force. In a drive state switching control device for a vehicle in which a clutch is connected to a clutch and a control means is connected to the actuator, the actuator is a retainer that exerts an electromagnetic force sufficient to hold the clutch in a disengaged state against a biasing force. and a starting solenoid that exerts enough electromagnetic force to operate the clutch from the connected state to the disengaged state in combination with the electromagnetic force of the holding solenoid, and the control means controls the connection between the front wheels and the rear wheels. 1. A drive state switching control device for a vehicle, characterized in that it is configured to energize both solenoids when switching from a state to a disconnected state, and to demagnetize a starting solenoid in a disconnected state.