JPS6167631A - Differential gear restricting apparatus for car - Google Patents

Abstract

PURPOSE:To improve traveling performance by operating a differential-gear restricting apparatus when the revolution speed of one wheel driving shaft and the revolution speed of the other 4-wheel driving shaft fulfil the preset conditions, in a differential gear mechanism equipped with the differential-gear restricting apparatus. CONSTITUTION:A differential mechanism D connected with the output shaft of a speed change gear through a propeller shaft consists of a ring gear 171 into which a power is input through the propeller shaft, pinion 175 axially supported 173 onto a differential gear case 172, and the right and left side gears 177a and 177b which are meshed on the both sides of the pinion 175 and drive the right and left wheel driving shafts. A differential gear restricting apparatus 15 for engaging and disengaging one side gear 177a and the differential gear case 172 is built-in. When, in this case, the difference of the revolution speed between the right and left wheel driving shafts becomes over a prescribed value, the differential-gear restricting apparatus 15 is operated by controlling a hydraulic-pressure generating apparatus 16, and diff-lock state is generated for a prescribed time.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention relates to a differential voltage Ml equipped with a differential limiting device.
41.

[Prior art] When a vehicle is traveling on a road surface with a low coefficient of friction, such as muddy, sandy, or icy roads, one of the wide-wheel drive IJJ wheels slips and becomes unable to escape, or one of the wheel drive axles slips when turning. If it floats, the transmitted torque decreases and driving performance deteriorates. In order to compensate for this drawback, the difference J of the differential filter Ij4 is limited, and the slippage caused by slipping in mud etc. is reduced by 1. A no-slip differential has been proposed that prevents erected pillars from collapsing and suppresses the difference in rotational speed between one and the other drive wheels to a certain limit, thereby increasing running performance when turning.

[Problems to be solved by the invention] However, since this device operates mechanically, it tries to lock even when driving on roads with a large radius such as cornering, so the drive wheels slip and the transmission torque decreases, making it difficult to drive. I was concerned about the problem of degraded performance.

The present invention aims to appropriately control the differential limiting device of the differential mechanism, so that even if one or the other of the wheel drive shafts slips, the transmission torque is ensured at the other or one of the middle drive wheels. An object of the present invention is to provide a differential control device ffl for a vehicle that improves driving performance.

[Means for Solving the Problems] The vehicle differential differential control device of the present invention is based on the Dinon 7 Rental II R, which includes a differential limiting device connected directly or via a connecting member to the output shaft of the transmission. 'S, and J driven by one and the other of the differential mechanism.
Controls the differential limiting device +) rJ according to the shaft rotation speed 2
f differential control of a vehicle with a control device that makes 0! 11, wherein the control device operates the differential device set forth in item 11 for a set time when the rotational speed of the one wheel drive shaft and the rotational speed of the other wheel drive shaft satisfy a preset condition; The composition is as follows.

[Operations and Effects of the Invention] With the above configuration, the differential seat control and equipment of the vehicle of the present invention is achieved.

When the rotation speed of one of the 11 wheel drive shafts and the rotation speed of the other wheel drive shaft satisfy a preset condition, the control device operates the differential limiting device for a set period of time, so one or the other of the wheel drive shafts is provided. Even if the wheel slips, torque can be maintained on the other or one wheel drive shaft, improving driving performance.

[Embodiment] A differential control device for a vehicle according to the present invention will be explained based on an embodiment shown in the drawings.

FIG. 1 is a skeletal diagram showing an automatic transmission for a vehicle that combines a hydraulic torque converter and a planetary gear heavy machine with four forward stages and one reverse stage.

This automatic transmission includes a torque converter 10, an overdrive mechanism 20, and a planetary gear shift system with three forward speeds and one reverse speed.
0 and is controlled by a hydraulic control device (not shown).

The torque converter 10 includes a pump 55 and a turbine 56a.
5, a stator 57, and a direct coupling clutch 50, the pump 55 is connected to a crankshaft 58, and the turbine 56 is connected to a turbine shaft 59. The turbine shaft 59 serves as an output shaft of the torque converter 10 and an input shaft of the overdrive mechanism 20, and is connected to a carrier 60 of a planetary gear device in the overdrive mechanism 20. A planetary pinion 64 rotatably supported by a carrier 60 meshes with a sun gear 61 and a ring gear 65. A multi-plate clutch CO and a one-way latch FO, which are frictional engagement devices, are provided in parallel between the shoe number gear 61 and the carrier 60, and an A-bird drive case 66 that includes the sun gear 61 and an overdrive mechanism. A multi-disc brake BO, which is a frictional engagement device, is provided between the two.

The ring gear 65 of the overdrive mechanism 20 is connected to the input shaft 23 of an RI/TFR vehicle transmission gear 30 with three forward speeds and one reverse speed. A multi-plate clutch C1, which is a forward clutch, is provided between the input shaft 23 and the intermediate shaft 29.
Jj, and between the input shaft 23 and the sun gear shaft 80)
A multi-disc clutch C2, which is a clutch for No. 11, is provided. A multi-disc brake B1, a multi-disc brake B2, and a one-way latch F1 are provided between the seven-wheel drive shaft 80 and the transmission case 68.

The sun gear 82 provided on the 1-pin gear shaft 80 includes a carrier 83, a planetary pinion 84 supported by the pinion, a ring gear 85 meshing with the pinion, another 42V rear 86, and the A planetary pinion 81 supported by the rear of the gearbox and a ring gear 88 meshing with the pinion 87 constitute a two-row single planetary gear set. The ring gear 85 is connected to the intermediate shaft 29 , the second row of carriers 83 is connected to the first row of ring gears 88 , and these carriers 83 and ring gears 88 are connected to the output shaft 89 .

1j1 carrier 86 and transmission case 6
8, a multi-disc brake B3 and a one-way clutch F2 are provided in parallel.

This planetary gear shift (1i'i) is a hydraulic control 11 which will be explained below to engage or release each clutch and brake depending on the engine throttle opening, vehicle speed, and vehicle running conditions. done, overdrive (0
/D) 4-speed forward automatic transmission or hand! ll7J(
(manual) shifting, and one reverse gear shifting is performed only by manual shifting.

Table 1 shows the shift gear position and the operating status of the clutch and brake.

Table 1 shows the shift position SP of shift 1 to lever during automatic shifting, and each friction engagement device (brake and clutch)
The relationship between the engagement state of and the planetary gear transmission groove is shown.
is not energized (OFF), ○ is l! i Engagement of frictional engagement elements, blank space indicates release.

Table 1 FIG. 2 shows a block diagram of a differential control neck for a vehicle according to the present invention.

1 is a differential control device for one vehicle of the present invention; 2
is an electronic control device, E is the engine of the vehicle, T is the torque converter, A is the transmission, 31, 32, 33, 34 are respectively one drive wheel, the other drive wheel, one idle wheel, the other idle wheel, D is a differential V that is connected to the output shaft of the speed change +mA via the propeller shaft B, and is equipped with a differential limiting device that temporarily suspends operation and rotates one and the other drive wheels 31, 32 together. 41.42 are one and the other wheel drive shafts that connect the differential mechanism and the one and the other drive wheels 31.32.

The electronic control unit 2 of the vehicle controls one and the other wheel drive l.
ll1b41.42, each wheel drive shaft 4
1.42 to detect the rotational speed of one J3 and the other wheel drive shaft rotational speed 1 good hin 4) 11. Input the output signal of 12. It consists of an in-out port 22 that outputs to the hydraulic light generation system 16, a central processing unit CPU, a read memory ROM, and a random access memory RAM.

Figure 3 shows the differential gear 6 with the differential and hydraulic pressure 5.

Ring gear 17 into which the power transmitted by propeller shaft B is input via a drive pinion (not shown)
1, and a differential vinyl A shift 173. which is connected to the ring gear 171 and driven by a stepped differential case 172. , the diff? The eye differential pinion 115 attached to the range cell pinion shaft 173, the differential cell pinion 175
It has a spline 17Ga spline-fitting one middle wheel drive shaft 41 on its inner periphery, and a left side gear 177a that drives one di-wheel drive shaft 41. , has a spline 176b that meshes with the front differential 7 ratio 1 full binion 175, splines the other wheel drive @42 on the inner periphery, and drives the other wheel drive @42. It consists of a side gear 177b and a differential limiting device 15. The differential limiting device 15 corresponds to a case-side spline 152 provided on the inner periphery of the housing 151 and the case-side spline 152, and is located on the left side /'ifno range [! A multi-disc clutch 154 is provided on the outer periphery of the idle gear and is spline-fitted with the first gear side spline 153, and a sill 156 is inserted into the floating portion 155 and opened on the multi-disc clutch 154 side. , multi-plate clutch 1
It consists of a piston 157 that performs the functions 11 (2) of 54, and a hydraulic servo 158 that drives the piston 157 by supplying and discharging hydraulic oil from the hydraulic pressure generating device 16.

The hydraulic pressure generating device 16 includes a solenoid valve S1 that converts line pressure regulated by a hydraulic control device (not shown) to a high level solenoid pressure when energized, and a switching valve 161 (in this embodiment, automatic transmission). The switching valve 161 is provided to perform switching supply and discharge from the upper end land 16.
2a, a spool 162 having a lower end land 162b, an upper end oil chamber 163 receiving solenoid pressure from the solenoid valve S1, and a lower end oil chamber 164 on the opposite side of the upper end oil chamber 163 of the spool 162, and the solenoid valve $1 is not energized and low level solenoid pressure is applied to the upper end oil chamber 163.
3 side, and when the solenoid pressure jsl is energized and the solenoid pressure at bar r level is applied to the upper tooth oil chamber 163, the solenoid pressure (, from the spring 165 set to be compressed by the J force) 2, 1 The lunoid valve S1 is energized and the line pressure oil is supplied with line pressure when the spool 1 ['i2 receives high level solenoid pressure in the upper gear oil chamber 163] and is located at the upper position in the figure. 166 and the oil 11 of the differential limiting device 15; servo oil path 16 communicating with I8;
7 is communicated with the upper end land 1 (i2a) and the intermediate oil between the F end land 162b 16 (l), and when the solenoid valve 81 is de-energized, the spool valve 162 is operated by the action of the spring 165. Located at the top, line pressure oil passages 166 and 1]°
- The bottom oil passage 161 connects to the lower end land 162 of the spool 162.
b, so as not to communicate with each other.

FIG. 4 shows a differential control device 1 for a vehicle according to the present invention.
The flowchart is shown below.

Turn the starter key ON and start the engine 20
1) Input the rotation speeds (NR, NL> of one wheel drive shaft 41.42 of one J5 and the other wheel drive shaft 41.42 from one wheel drive shaft rotation speed sensor 11.12 of one side and the other wheel drive shaft 202), lNR
,-NLI is larger than the setting 1irj NY (203>, l NR-Nl 1~・N
If it is not Y, it is assumed that there is no slip in the drive wheels 31.32. Return to step 202). INR-N
LI>NY n,) determines that one of the drive wheels 31 or 32 is slipping, and turns on the oil ff light to turn on the differential! ``Issuing a command to the solenoid valve S1 of Peki 16 204>,; Ji fixed time ([)
Please set 1 = 0 205), set L as [-t1 206>,) 11r (207), set L<tχ 20G)
Proceed to 1<1χC, so ; unlock No Limit Equipment: 65 (208), then return to (202).

The present invention is not limited to this embodiment, and the source may be suction negative pressure, hydraulic pressure or electric power generated by adding separately A and an oil pump.

1]) Differential limiting device "9" (, clutch of meshing allowance,
It can be done with an electromagnetic clutch.

C> Setting value NY of the rotation la difference of the wheel drive shaft and the setting of the time of differential [1 shift tx is the slot 1
- It may be set according to the vehicle running condition, such as the steering wheel opening, vehicle speed, and steering angle.

2) The rotation speed of the drive shaft may be obtained by inputting the rotation speed of the propeller shaft and the rotation speed of one of the drive shafts.

E) In the example, the slip of the drive wheel was detected from the difference in the rotation speed of the left and right O-axes, but the rotation speed ratio α2 <NL/NR
<α1 (α1 and α2 settings (direct) are not good.

[Brief explanation of drawings]

FIG. 1 shows the vehicle differential control 2II of the present invention.
Ki1′? Automatic transmission for middle cylinders used in
FIG. 2 is a block diagram of the differential control device for a vehicle according to the present invention, and FIG. 3 is a block diagram of the differential control device for a vehicle according to the present invention. Fig. 1 is a top view of the differential limiting device with grooves. It is a flow chart of an electronic control device concerning a range control device. In the diagram 1...Vehicle differential control device
2...Electronic control system "5゛D...Difference range cell machine tf4 11...One wheel drive shaft rotation Daruma pincer 12...Other wheel drive shaft rotation speed sensor 15.
... Differential limiting device 41 ... One wheel drive shaft 42
...to the other wheel

Claims (1)

[Scope of Claims] 1) A differential mechanism including a differential limiting device connected directly or via a connecting member to an output shaft of a transmission;
A differential control device for a vehicle, comprising: a control device that controls the differential limiting device according to the rotation speed of one and the other drive shaft of the differential mechanism, wherein the control device controls the rotation speed of the one wheel drive shaft. 1. A differential control device for a vehicle, wherein the differential device is operated for a set time when the rotational speed of the other wheel drive shaft and the rotational speed of the other wheel drive shaft satisfy a preset condition.