JPH0979347A - Coupling device between right and left wheels of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device to perform starting assist control, rotation control to improve rotation performance by positively producing differential rotation between right and left wheels, and differential limit control to regulate differential rotation between the right and left wheels. SOLUTION: A coupling device between the right and left wheels of a vehicle comprises a first rotation element 8a; a differential device 8 having second and third rotation elements 8b and 8c to reverse when the other rotates forward based on the first rotation element 8a; and a drive source 9 coupled to the first rotation element 8a. One, for example, the third rotation element 8c, of the second and third rotation elements is coupled to one rear wheel 5R through a first transmission system 10 and the second rotation element 8b is coupled to the other rear wheel 5L through second and third transmission systems 11 and 12, selectively established through a switching means 13. The gear ratios of the first and second transmission systems 10 and 11 are set to the same as each other, and the gear ratio of the third transmission system 12 is set in such a manner that a direction is reverse to the gear ratio and absolute values are equal to each other.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to left and right wheels of a vehicle, and more particularly to a coupling device provided between left and right driven wheels which are not driven by an engine.

[0002]

2. Description of the Related Art Conventionally, as this type of connecting device, Japanese Patent Laid-Open Publication No. Hei 5-131855 discloses a first type of transmission device in which the rotation of one of the right and left wheels is increased between the left and right wheels and transmitted to the other wheel.
And a second connection path for reducing the rotation of one of the wheels and transmitting it to the other wheel, and a clutch is interposed in each of the two connection paths, so that one of the wheels becomes an inner wheel when turning. The clutch for the first connection path is engaged, and the clutch for the second connection path is engaged during turning when one of the wheels becomes the outer wheel, so that the outer wheel is positively increased in speed as compared with the inner wheel. In addition, there has been known one that generates a braking force on the inner wheel side and a driving force on the outer wheel side to improve turning performance.

[0003]

By the way, when the vehicle starts on a slippery road surface such as a snowy road, it is considered that the driven wheels are driven by a drive source such as an electric motor to assist in starting the vehicle. It is desired to obtain a starting assist function in addition to the above-described turning control function of generating a differential rotation between them to improve the turning performance. SUMMARY OF THE INVENTION It is an object of the present invention to provide a compact and inexpensive coupling device which meets the above-mentioned demand and is capable of generating a differential rotation between left and right wheels by using a drive source for starting assistance.

[0004]

[Means for Solving the Problems] In order to solve the above problems,
According to the first aspect of the present invention, there is provided the coupling device provided between the left and right wheels of the vehicle, wherein the first rotating element and the second rotating element rotate in the other direction when the other rotates in the normal direction. And a third rotating element, a drive source connected to the first rotating element of the differential, and a second rotating element of the differential connected to one of the left and right wheels. 1 transmission system and 2nd and 3rd selectively established via the switching means which connects the 3rd rotating element of a differential gear to the other of the left and right wheels.
And a gear ratio of the first transmission system and a second transmission system are set to the same first gear ratio, and the gear ratio of the third transmission system is set to the first gear ratio. The second gear ratio different from the above is set.

When the vehicle is started, the drive source is normally or reversely rotated with the second transmission system being established. According to this, the first and the first gears having the same gear ratio from the differential device to the left and right wheels respectively. Two
The driving force is evenly transmitted through the transmission system, and both the left and right wheels are normally or reversely rotated to perform forward or reverse start assist.

After starting, the third transmission system is established and the drive source is stopped. In this case, the second gear ratio, which is the gear ratio of the third transmission system, is different from the gear ratio of the first transmission system. However, if the absolute values are set to be equal to each other and the absolute values are equal, the first rotating element of the differential device will not rotate as long as the left and right wheels rotate at a constant speed. Therefore, if the drive source is braked to restrict the rotation of the first rotary element, the differential limitation between the left and right wheels is performed, and the straight running stability is improved.

When the drive source is normally rotated with the third transmission system established, one of the left and right wheels is accelerated with respect to the other, and when the drive source is reversed, the other of the left and right wheels is increased with respect to one. Be speeded up. Therefore, if the drive source is rotated in the forward and reverse directions so that the outer wheel is accelerated during turning, a driving force is applied to the outer wheel and a braking force is applied to the inner wheel to generate a yaw moment in the turning direction, improving the turning performance. .

In the above, the second and third transmission systems are selectively established with one differential device, but the same operation can be obtained by using two differential devices. Therefore,
According to the second feature of the present invention, the coupling device provided between the left and right wheels of the vehicle, wherein the first rotating element and the second rotating element rotate in the other direction when the other rotates in the forward direction. A first and second pair of differentials having a first and a third rotating element, a first rotating element of the first differential and a first of the second differential.
And a drive source selectively connected to the rotary element via a switching means, and the second rotary element and the third rotary element of the first differential device are connected to one and the other of the left and right wheels. To the one of the left and right wheels at the second gear ratio and the third rotation of the second differential device. The element is connected to the other of the left and right wheels at a third gear ratio different from the second gear ratio.

If the drive source is connected to the first rotary element of the first differential device in this case, the same state as that when the second transmission system is established in the first feature is obtained, and in this state at the time of starting the vehicle. When the drive source is rotated in the normal direction or the reverse direction, the driving force is evenly transmitted to the left and right wheels, and the forward or backward starting assist is performed.

Further, if the drive source is connected to the first rotary element of the second differential device, the same state as when the third transmission system is established in the first feature is obtained. Then, if the third gear ratio is set so that the direction is opposite to the second gear ratio and the absolute values are equal, as long as the left and right wheels are rotating at a constant speed, Since the first rotating element does not rotate, the drive source is braked to restrict the rotation of the first rotating element of the second differential device, thereby restricting the differential between the left and right wheels to improve straight running stability. Also, the turning performance can be improved by increasing the speed of the outer wheel by the forward and reverse rotation of the drive source during turning.

As described above, according to the present invention, in both the first feature and the second feature, the start assist control, the turning control, and the turn assist control are further performed by the organic combination of the differential device and the drive source. Is a compact and inexpensive coupling device that can perform differential limiting control. In particular, since the differential gear is used to extract the differential rotation between the left and right wheels, the rotational speed required for turning control and differential limiting control is reduced, and sufficient deceleration is achieved even if the output torque of the drive source is small. By doing so, the torque required for turning control and differential limiting control can be obtained. Therefore, the driving source can be made small and the device can be made compact.

By the way, when the third transmission system of the first feature is established and the drive source of the second feature is connected to the first rotating element of the second differential device, the differential rotation between the left and right wheels is performed. Occurs, the first rotating element of the differential device (the second differential device in the second feature) rotates at a speed according to the differential rotation, and the drive source is reversely driven, so that one wheel is broken during braking. If an excessive differential rotation occurs between the left and right wheels due to locking or the like, the drive source excessively rotates and the durability of the drive source deteriorates.

In this case, when the differential rotation between the left and right wheels becomes equal to or greater than a predetermined value, the left and right wheels are connected to each other or the differential device (the first and second differential devices in the second feature). Providing a clutch means for releasing the connection with the drive source can prevent over-rotation of the drive source due to excessive differential rotation, which is advantageous in improving the durability of the drive source.

It should be noted that the switching means of the first feature is
The third and second transmission systems can be freely switched to a neutral state in which neither of them is established, and the switching means in the second feature is the first rotation element of one differential device and the first rotation element of the other differential device. If the drive source is not connected to either of them, it can be freely switched to the neutral state, and the switching means can be switched to the neutral state when the differential rotation between the left and right wheels exceeds a predetermined value. Even if it is not necessary, it is possible to prevent excessive rotation of the drive source.

[0015]

1 shows a front-wheel drive vehicle in which left and right front wheels 3L, 3R are driven by an engine 1 via a transmission 2, and each front wheel 3L, 3R has a constant velocity joint 4a at both ends. It is connected to the transmission 2 through the respective drive shafts 4L and 4R.

Connecting shafts 6L and 6R having constant velocity joints 6a at both ends are connected to the left and right rear wheels 5L and 5R, which are driven wheels, respectively, and a connecting device 7 is provided between the connecting shafts 6L and 6R. .

As shown in FIG. 2, the coupling device 7 includes a differential device 8 and a driving source 9. The differential device 8 includes a pair of left and right side gears 8b formed of bevel gears on a differential case 8a,
8c and pinion 8d meshing with both side gears 8b, 8c
It is composed of a bevel gear type differential device that is supported by and.
Then, the ring gear 8e fixed to the differential case 8a is meshed with the gear 9b on the output shaft 9a of the drive source 9 to connect the drive source 9 to the differential case 8a and to connect the left and right side gears, for example, the right side gear 8c. A constant velocity joint 6a of the connecting shaft 6R for the right rear wheel 5R via the first transmission system 10.
And the left side gear 8b is connected to the switching means 13
Second and third transmission systems 11, which are selectively established via
It is connected via 12 to the constant velocity joint 6a of the connecting shaft 6L for the left rear wheel 5L.

The first and second transmission systems 10 and 11 are composed of a gear train composed of drive gears 10a and 11a and driven gears 10b and 11b, and the transmission systems 10 and 11 have the same gear ratio. It is set to the first gear ratio r1. The third transmission system 12 is composed of a gear train including a drive gear 12a, an intermediate idle gear 12b, and a driven gear 12c, and its gear ratio is opposite in direction to the first gear ratio r1 and has the same absolute value. The second gear ratio r2 (= -r1) is set.

The differential device 8 is a planetary gear type differential device including a sun gear, a ring gear, and a carrier that supports a pinion gear meshing with both gears. The drive source 9 is connected to the carrier. , One of the sun gear and the ring gear, for example, the sun gear via the first transmission system 10, one of the left and right rear wheels 5L, 5R, for example, the right rear wheel 5.
It is connected to R and the ring gear is connected to the second and third transmission systems 11 and 1.
It may be connected to the left rear wheel 5L via 2. In this case, when the sun gear rotates forward and backward with respect to the carrier, the ring gear has a relative rotation speed of the sun gear with respect to the carrier as v, and a gear ratio of the ring gear and the sun gear (the number of teeth of the ring gear / the number of teeth of the sun gear) as rp, Since it rotates in the opposite direction to the sun gear at a relative rotation speed of v / rp with respect to the carrier,
Driven gear 11b and drive gear 1 of the second transmission system 11
The gear ratio of 1a (the number of teeth of the driven gear / the number of teeth of the drive gear) is set to r1 / rp, and the gear ratio of the entire second transmission system 11 including the ring gear to the sun gear is set to r1. Similarly, the gear ratio between the driven gear 11c and the drive gear 11a of the third transmission system 12 is also set to r1 / rp.

The drive source 9 is composed of an electric motor incorporating a two-stage planetary gear type speed reducer, and a controller 14
Is controlled by the driver circuit 9c. Although not shown, the driver circuit 9c incorporates a conventionally known forward / reverse switching circuit and a regenerative braking circuit. The drive source 9 may be configured by something other than an electric motor, for example, a hydraulic motor.

The switching means 13 is provided on the gear shaft of the side gear 8b so as to be positioned between the drive gears 11a and 12a of the second and third transmission systems 11 and 12, and is movable in the axial direction. Solenoid 13b which is composed of a dog clutch having 13a and is controlled by the controller 14
The dog member 13a is moved by the
The drive gears 11a and 12a are selectively connected to the side gear 8b. The drive gears 11a and 12a of the second and third transmission systems 11 and 12 are directly connected to the side gear 8b, and the driven gear 1 of both transmission systems 11 and 12 is connected.
1b, 12c through the switching means 13 constant velocity joint 6
It may be selectively connected to a. Further, each of the second transmission system 11 and the third transmission system 12 is provided with another clutch such as a dog clutch or an electromagnetic clutch, and one of the two transmission systems is selectively engaged by engaging one of the two clutches. However, in order to simplify the switching means 13, the one shown in the figure using one common dog clutch is preferable.

The controller 14 includes left and right front wheels 3L,
Wheel speed sensors 15L and 15R for detecting the speed of 3R,
Wheel speed sensor 1 for detecting the speed of the left and right rear wheels 5L, 5R
6L, 16R, a brake lamp switch 17, a side brake switch 18, and a backlight switch 19
And a signal from the steering angle sensor 20 are input.

Then, as shown in FIG. 3, the controller 14 receives a signal from a main controller (not shown) which controls the engine 1 and the transmission 2 and determines whether or not the vehicle is in a starting operation (S1). ), Starting assist control is performed at the time of starting (S2), and turning control and differential limiting control are performed after starting (S3).

The details of the start assist control are as shown in FIG. 4. First, it is judged whether or not there is an abnormality in the system (Q
1) If there is no abnormality, the speed difference ΔV between the front wheel speed Vf and the rear wheel speed Vr is calculated (Q2), and it is determined whether or not ΔV exceeds the set value ΔVS (Q3). ΔV> ΔVS is when the front wheels, which are the driving wheels, are slipping, and in this case, the rear wheel speed Vr, that is, the vehicle speed is the set value Vr.
It is necessary to start the vehicle until S (for example, 15 km / h) or more. On the other hand, when the brakes are applied, it is useless to perform the vehicle start assist. Therefore, ΔV> △
In the case of VS, next, the rear wheel speed Vr is less than VrS, the brake lamp is off, and the side brake switch is off.
It is discriminated whether or not the three conditions are satisfied (Q4, Q
5, Q6). When the three conditions are satisfied, it is determined whether or not the backlight is OFF (Q7). When the backlight is OFF, that is, when the vehicle is moving forward, the switching means 13 establishes the second transmission system 11. And the drive source 9 is normally rotated (Q
8) When the backlight is ON, that is, when the vehicle is moving backward, the switching means 13 establishes the second transmission system 11 and the drive source 9
Is reversed (Q9).

Here, when the second transmission system 11 is established, the left and right side gears 8b and 8c of the differential device 8 are connected to the left and right rear wheels 5L and 5R at the same first gear ratio r1. And the drive source 9 causes the differential case 8a of the differential device 8 to
Is normally or reversely rotated, the driving force is equally transmitted to the left and right rear wheels 5L and 5R through the left and right side gears 8b and 8c, and the forward or backward starting assist is performed.

When there is an abnormality in the system or when starting assistance is unnecessary, that is, when ΔV ≦ ΔVS, or Vr
When ≧ VrS, when the brake lamp is ON, or when the side brake switch is ON, the switching means 13 establishes the third transmission system 12 and stops the drive source 9 (Q10).

After starting, the switching means 13 is operated by the third transmission system 12
However, the drive source 9 is normally and reversely rotated during the turning control. That is, the drive source 9 is normally rotated when turning left and the drive source 9 is reversed when turning right. Here, in the established state of the third transmission system 12, the left side gear 8b rotates in the opposite direction to the right side gear 8a, and the left and right rear wheels 5L, 5R rotate at a constant speed during forward traveling. Then, the left side gear 8b reversely rotates at a speed equal to the normal rotation speed of the right side gear 8c, and the pinion 8d rotates at a fixed position, so that the differential case 8a does not rotate. When the differential case 8a is normally rotated by the normal rotation of the drive source 9 in this state, the right side gear 8c is normally rotated at a higher speed than the left side gear 8b through the pinion 8d.
When the diff case 8a is reversed by the reverse rotation of the drive source 9, the left side gear 8b is reversed at a higher speed than the right side gear 8c via the pinion 8d.
Thus, if the drive source 9 is normally rotated when turning left, the right rear wheel 5R
Is positively accelerated to cause a differential rotation between the left and right rear wheels 5L and 5R, and as a result, the driving force is applied to the right rear wheel 5R, which is the outer wheel, and the braking force is applied to the left rear wheel 5L, which is the inner wheel, to make a left turn. A yaw moment in the direction is generated, and the left turning performance is improved. If the drive source 9 is reversed during right turn, the left rear wheel 5L, which is the outer wheel, is positively accelerated, and the right turn performance is improved.

In turning control, the target turning radius of the vehicle is calculated from the vehicle speed and the steering angle, and the left and right rear wheels 5L, 5R are calculated.
The drive source 9 is controlled so that the value of the differential rotation between them becomes a value that matches this target turning radius.

The differential limiting control is performed by braking the drive source 9 by closing the regenerative braking circuit during straight traveling or high speed turning. According to this, the rotation of the differential case 8a is restricted, and the left and right side gears 8b and 8c are locked by the pinion 8.
Thus, they are rotated at the same speed in opposite directions via d, and thus the differential rotation between the left and right rear wheels 5L, 5R is limited by the braking force of the drive source 9. As a result, when a yaw moment is applied to the vehicle due to a disturbance or the like, a moment that resists the yaw moment is generated, and straight running stability and high-speed turning stability are improved.

When differential rotation occurs between the left and right rear wheels 5L and 5R, the differential case 8a rotates at a speed corresponding to the differential rotation, and the drive source 9 is driven in reverse. Therefore, when braking, one wheel is locked and the left and right rear wheels 5L, 5R
If an excessive differential rotation occurs in the meantime, the drive source 9 excessively rotates and the durability is adversely affected.

Therefore, in the structure shown in FIG. 5, a clutch means 21 is provided between the left and right rear wheels 5L and 5R, for example, between the differential 8 and the first transmission system 10, and the left and right rear wheels 5L and 5L are connected. 5R
When the differential rotation between the two exceeds a predetermined value, the clutch means 2
1 is turned off to disconnect the connection between the differential device 8 and the first transmission system 10. According to this, the reverse drive of the drive source 9 due to the differential rotation between the left and right rear wheels 5L and 5R is prevented, the over rotation of the drive source 9 due to the excessive differential rotation is prevented, and the durability of the drive source 9 is prevented. The property is improved.

The clutch means 21 is a fixed dog member 21a connected to the side gear 8c of the differential device 8 and a movable dog member provided so as not to rotate around the drive gear 10a of the first transmission system 10 so as to be movable back and forth in the axial direction. 21b, the movable dog member 21b is disengaged from the fixed dog member 21a by the solenoid 21c controlled by the controller 14, and the clutch means 21 is turned on,
Turn off.

As shown in FIG. 6, the controller 14 performs the start assist control, the turning control, and the differential limiting control as described above (S2, S3), and the differential rotation between the left and right rear wheels 5L, 5R is predetermined. It is determined whether the value is equal to or more than the value (S4),
When the differential rotation speed is less than the predetermined value, the clutch means 21 is turned on (S5), and when the differential rotation speed is higher than the predetermined value, the clutch means 21 is turned off (S6).

An electromagnetic clutch or a hydraulic clutch may be used as the clutch means 21. Also, the clutch means 2
1 between the differential device 8 and the drive source 9 as shown in FIG.
For example, it may be provided on the output shaft 9a of the drive source 9. In this case, the clutch means 21 may be turned on / off by the controller 14 as in the above case, but during normal traveling, the drive source 9 does not cause a differential rotation between the left and right rear wheels 5L, 5R. Therefore, the clutch means 21 is constituted by a centrifugal clutch that is normally turned on, and when the drive source 9 is reversely driven at a predetermined speed or more due to an excessive differential rotation between the left and right rear wheels 5L and 5R. 21 may be turned off.

Further, the switching means 13 can be freely switched to a neutral state in which neither the second transmission system 11 nor the third transmission system 12 is established, and the differential rotation between the left and right rear wheels 5L, 5R becomes a predetermined value or more. Even if the switching means 13 is switched to the neutral state when it becomes, overdrive of the drive source 9 can be prevented. According to this, the clutch means 21 becomes unnecessary and the structure can be simplified.

FIG. 8 shows still another embodiment, in which a first and second pair of differential gears 8 ₁ and 8 ₂ are provided, and the left and right side gears of the first differential gear 8 ₁ are provided. 8b and 8c are respectively connected to the left and right rear wheels 5L and 5R at the same first gear ratio, and one side gear of the second differential device 8 ₂ , for example, the right side gear 8c is connected to the second gear. Connected to the right rear wheel 5R, and the left side gear 8b of the second differential device 8 ₂ to the left rear wheel 5L at a third gear ratio whose direction is opposite to the second gear ratio and whose absolute value is equal. are doing.

In the illustrated example, the left and right side gears 8b, 8c of the first differential device 8 ₁ are directly connected to the constant velocity joints of the connecting shafts 6L, 6R for the rear wheels 5L, 5R, respectively. The first gear ratio becomes "1". In addition, the second differential device 8
The side gear 8c on the right side of ₂ is connected to the constant velocity joint 6a of the connecting shaft 6R for the right rear wheel 5R via a gear train 22 including a drive gear 22a and a driven gear 22b. Is equal to the gear ratio of the drive gear 22a and the driven gear 22b. The left side gear 8b of the second differential device 8 ₂ has a constant velocity joint 6a of the connecting shaft 6L for the left rear wheel 5L via a gear train 23 including a drive gear 23a, an intermediate idle gear 23b, and a driven gear 23c. The gear ratio of the drive gear 23a and the driven gear 23c is made equal to the gear ratio of the drive gear 22a and the driven gear 22b.

A switching means 24 is provided on the output side of the drive source 9. The switching means 24 includes a dog gear 24a provided on the output shaft 9a of the drive source 9 and meshing with a ring gear 8e fixed to the differential case 8a of the first differential gear 8 _{1 and} the differential case 8a of the second differential gear 8 ₂ . It is constituted by a dog clutch having a dog gear 24b that meshes with a fixed ring gear 8e and an axially movable dog member 24c that selectively engages with the dog gears 24a and 24b, and is controlled by the controller 14. The dog member 24 by the solenoid 24d
By moving c, the drive source 9 can be selectively connected to the differential case 8a of each of the first and second differential devices 8 ₁ and 8 ₂ .

The controller 14 controls the solenoid 24d to connect the drive source 9 to the differential case 8a of the first differential device 8 ₁ for starting assist control.
After starting, the drive source 9 is set to the differential case 8a of the second differential device 8 ₂ .
Connect to When the drive source 9 is connected to the differential case 8a of the first differential device 8 ₁ , the second transmission system 1 in the above-described embodiment will be described.
In the same state as when 1 is established, the drive source 9 is normally or reversely rotated, so that the driving force is equally transmitted to the left and right rear wheels 5L and 5R via the first differential device 8 ₁ . Start assistance is performed in forward or reverse.

When the drive source 9 is connected to the differential case 8a of the second differential device 8 ₂ , the third transmission system 1 in the above-described embodiment will be described.
2 becomes the same state as when it was established, and the drive source 9
By rotating the drive source 9 in the forward direction and rotating the drive source 9 in the reverse direction when turning to the right, the rear wheel, which is the outer wheel, can be accelerated to improve the turning performance. By braking, it is possible to limit the differential between the left and right rear wheels 5L and 5R, and improve straight running stability and high-speed turning stability.

As shown in FIG. 9, the same clutch means 21 as described above is provided between the left and right rear wheels 5L and 5R so that the differential rotation between the left and right rear wheels 5L and 5R becomes a predetermined value or more. If the clutch means 21 is turned off at the time, the excessive rotation of the drive source 9 due to the excessive differential rotation can be prevented. Further, a clutch means such as a centrifugal clutch is provided on the output shaft 9a of the drive source 9, and the clutch means is turned off when the differential rotation exceeds a predetermined value.
Then, even if the connection between both the differential devices 8 ₁ and 8 ₂ and the drive source 9 is released, it is possible to prevent the drive source 9 from over-rotating due to an excessive differential rotation. Further, the switching means 24 is connected to the second differential device 8
The differential case 8a of _{1 and} the differential case 8a of the second differential device 8 ₂
If the drive source 9 is not connected to any of the above and the neutral state can be switched, the switching means 24 can be switched to the neutral state when the differential rotation becomes a predetermined value or more without providing the clutch means 21. Therefore, it is possible to prevent the drive source 9 from over-rotating due to excessive differential rotation.

Although the embodiment in which the present invention is applied to the connecting device between the rear wheels of the front-wheel drive vehicle has been described above, the present invention can be similarly applied to the connecting device between the front wheels of the rear-wheel drive vehicle.

[Brief description of drawings]

FIG. 1 is a diagram showing an example of use of the apparatus of the present invention.

FIG. 2 is a skeleton diagram showing the first embodiment of the device of the present invention.

FIG. 3 is a flowchart showing a control program of the first embodiment.

FIG. 4 is a flowchart showing a subroutine for start assist control.

FIG. 5 is a skeleton diagram showing a second embodiment of the device of the present invention.

FIG. 6 is a flowchart showing a control program of the second embodiment.

FIG. 7 is a skeleton diagram showing a third embodiment of the device of the present invention.

FIG. 8 is a skeleton diagram showing a fourth embodiment of the device of the present invention.

FIG. 9 is a skeleton diagram showing a fifth embodiment of the device of the present invention.

[Explanation of symbols]

5L, 5R rear wheels (right and left wheels) 7 coupling device 8, 8 ₁ , 8 ₂ differential device 8a differential gear (first rotating element) 8b, 8c side gear (second and third rotating element) 9 drive source 10th 1 Transmission system 11 2nd transmission system 12 3rd transmission system 13,24 Switching means 21 Clutch means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Isamu Hashizume 1-4-1 Chuo, Wako, Saitama Prefecture

Claims (8)

[Claims] 1. A coupling device provided between left and right wheels of a vehicle, wherein a first rotating element and second and third rotating elements in which one rotates in the forward direction when the other rotates in the normal direction with respect to the first rotating element. And a drive source connected to the first rotating element of the differential device, and a first transmission system connecting the second rotating element of the differential device to one of the left and right wheels. And a pair of third and third transmission systems that are selectively established via the switching means and that connect the third rotating element of the moving device to the other of the left and right wheels. The gear ratios of the second transmission system are set to the same first gear ratio, and the gear ratio of the third transmission system is set to the first gear ratio.
And a second gear ratio different from the above gear ratio. 2. The connecting device between the left and right wheels of a vehicle according to claim 1, wherein the second gear ratio is opposite in direction to the first gear ratio and has the same absolute value. 3. A clutch means for releasing the connection between the left and right wheels or the connection between the differential device and the drive source when the differential rotation between the left and right wheels exceeds a predetermined value. The connecting device between the left and right wheels of the vehicle according to claim 1 or 2. 4. The switching means is freely switchable to a neutral state in which neither the second transmission system nor the third transmission system is established, and the switching means is provided when the differential rotation between the left and right wheels exceeds a predetermined value. The connecting device between the left and right wheels of the vehicle according to claim 1 or 2, wherein the switch is switched to a neutral state. 5. A coupling device provided between left and right wheels of a vehicle, wherein a first rotating element and second and third rotating elements in which one rotates in the forward direction and the other rotates in the reverse direction. And a pair of first and second differentials having a first differential element and a first rotary element of the first differential and a first rotary element of the second differential, and selectively coupled via switching means. With a drive source for
The second rotating element and the third rotating element of the differential device are connected to one and the other of the left and right wheels at the same first gear ratio, and the second rotating element of the second differential device is also provided. Is connected to one of the left and right wheels at a second gear ratio, and the third rotating element of the second differential device is connected to the other of the left and right wheels at a third gear ratio different from the second gear ratio. A connecting device between left and right wheels of a vehicle, characterized by being connected by. 6. The connecting device between the left and right wheels of a vehicle according to claim 5, wherein the third gear ratio is opposite in direction to the second gear ratio and has the same absolute value. 7. A clutch means for releasing the connection between the left and right wheels or the connection between the differential device and the drive source when the differential rotation between the left and right wheels exceeds a predetermined value. The connecting device between the left and right wheels of the vehicle according to claim 5 or 6, characterized in that. 8. The left and right wheels can be switched to a neutral state in which a drive source is not connected to either the first rotating element of one differential device or the first rotating element of the other differential device. The connecting device between the left and right wheels of a vehicle according to claim 5 or 6, wherein the switching means is switched to a neutral state when the differential rotation between the two exceeds a predetermined value.