JPS6167629A - Differential-gear restricting apparatus - Google Patents

Differential-gear restricting apparatus

Info

Publication number
JPS6167629A
JPS6167629A JP18778084A JP18778084A JPS6167629A JP S6167629 A JPS6167629 A JP S6167629A JP 18778084 A JP18778084 A JP 18778084A JP 18778084 A JP18778084 A JP 18778084A JP S6167629 A JPS6167629 A JP S6167629A
Authority
JP
Japan
Prior art keywords
vehicle speed
pressure
differential
fluid pressure
hydraulic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP18778084A
Other languages
Japanese (ja)
Other versions
JPH0316289B2 (en
Inventor
Shuji Torii
修司 鳥居
Kiyotaka Ozaki
尾崎　清孝
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP18778084A priority Critical patent/JPS6167629A/en
Publication of JPS6167629A publication Critical patent/JPS6167629A/en
Publication of JPH0316289B2 publication Critical patent/JPH0316289B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/22—Arrangements for suppressing or influencing the differential action, e.g. locking devices using friction clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • F16H48/34—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means using electromagnetic or electric actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • F16H2048/085—Differential gearings with gears having orbital motion comprising bevel gears characterised by shafts or gear carriers for orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H2048/204—Control of arrangements for suppressing differential actions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2071—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using three freewheel mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • F16H48/32—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means using fluid pressure actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/40—Constructional details characterised by features of the rotating cases

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Motor Power Transmission Devices (AREA)
  • Retarders (AREA)

Abstract

PURPOSE:To obtain the optimum transfer ratio characteristic in accordance with car speed by applying the initial torque which continuously varies according to the car speed onto friction clutches installed between a differential gear case and the side gears in the differential gear case. CONSTITUTION:As for a differential-gear mechanism, the side gears 8 and 8' in which the right and left driving shafts 9 and 9' are spline-connected are arranged oppositely in a differential gear case 3 rotatably supported through bearings 4 and 4' onto a housing 1 fixed onto a chassis side. Pressure rings 12 and 12' are arranged oppositely onto the outer peripheral part of these side gears 8 and 8', and multiple-disc type friction clutches 13 and 13' are installed between the rings 12 and 12' and the differential gear case 3, and is engaged and disengaged by a hydrualic piston 18. In this case, the hydraulic pressure which is continuously varied according to the car speed is introduced into a pressurized-oil chamber 19 on one side of a hydraulic piston 18, so that a high pressure is generated, when the car speed increases, according to the output of a car-speed detecting means.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、摩擦クラッチの締結力を所定の条件に従って
制御することで、トランスファーレシオ（高駆動力側ト
ルク／低駆動力側トルク）のアクティブ制御を行なえる
ようにした差動制限装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention controls the engagement force of a friction clutch according to predetermined conditions, thereby improving the active transfer ratio (high driving force side torque/low driving force side torque). The present invention relates to a differential limiting device that can perform control.

（従来の技術） 従来の差動制限装置としては、例えば、第８図に示すよ
うなものが知られている。にッサンスカイラインサービ
ス周報第４４６号ｒＳＫ−２」　、昭和５６年１０月９
日産自動車株式会社発行） この従来装置は、ディファレンシャルケース１００の内
部に対向して配置され、左右のアクスルシャフトが設け
られる一対のサイドギヤ１０１゜１０１’　と、該サイ
ドギヤ１０１．ｌＯ１’の間に配置され、サイドギヤ１
０１，１０１’　　と噛み合うビニオンメートギヤ１０
２が設けられるピニオンメートシャフトＬＯ３と、前記
サイドギヤ１０１．１０１’の外周部に対向配置され、
ピニオンメートシャツ）１０３の端部とはカム結合する
プレッシャリング１０４，１０４’　と、該プレッシャ
ＩＪ　ンクｌ　０４　、　ｌ　０４’　とディファレン
シャルケースｌＯＯの間に配置され、サイドギヤ１゜ｉ
、ｔｏｉ’　　とディファレンシャルケース１００とを
摩擦締結させる摩擦クラッチ１０５，１０５′　と、を
備えたものであった。(Prior Art) As a conventional differential limiting device, one shown in FIG. 8, for example, is known. "Nissan Skyline Service Bulletin No. 446 rSK-2", October 9, 1982
(Published by Nissan Motor Co., Ltd.) This conventional device includes a pair of side gears 101.degree. It is arranged between lO1' and side gear 1
Binion mate gear 10 meshing with 01, 101'
The pinion mate shaft LO3 provided with the pinion mate shaft LO3 and the side gear 101.
Pressure rings 104, 104' are cam-coupled with the ends of the pinion mate shirts (pinion mate shirts) 103, and are disposed between the pressure IJ links l04, l04' and the differential case lOO, and the side gears 1°i
, toi' and a differential case 100 through friction.

尚、前記摩擦クラッチ１０５，１０５’は、サイドギヤ
１０１，１０１’側に固定されたフリクションディスク
１０６，１０６’　と、ディファレンシャルケース１０
０側に固定されたフリクションプレート１０７，１０７
’、クラッチにイニシャルトルクを付与する皿バネ構造
のディシュドフリクションプレート１０８，１０８’　
と、によって構成されていた。Incidentally, the friction clutches 105, 105' include friction discs 106, 106' fixed to the side gears 101, 101', and a differential case 10.
Friction plates 107, 107 fixed on the 0 side
', dished friction plates 108, 108 with disc spring structure that provide initial torque to the clutch
It was composed of.

従って、従来装置における摩擦クラッチ１０５．１０５
’　へのクラッチ締結力は、ディシュドフリクションプ
レート１０８，１０８’によるイニシャルトルクと、カ
ム作用により押し開かれるプレッシャリング１０４，１
０４’からの押圧力によるもので、トランスファーレシ
オ特性をみると、第９図に示すように、イニシャルトル
ク分ａとカム作用による押圧力性すとの組み合せによる
特性線図Ａとなっていた。Therefore, the friction clutch 105.105 in the conventional device
' The clutch engagement force is generated by the initial torque from the dished friction plates 108, 108' and the pressure rings 104, 1 pushed open by the cam action.
This is due to the pressing force from 04', and looking at the transfer ratio characteristics, as shown in FIG. 9, the characteristic line A is a combination of the initial torque a and the pressing force due to the cam action.

（発明が解決しようとする問題点） しかしながら、このような従来の差動制限装置にあって
は、ディシュドフリクションプレート１０８．１０８’
によるイニシャルトルクは定まったものであり、トラン
スファーレシオ特性も一義的に決定されてしまうもので
あったため、高速走行時を優先してイニシャルトルクを
上げると、高速直進性は向上するが、低速旋回時に後輪
と路面間でステックスリップ現象が発生したり、摩擦ク
ラッチ１０５，１０５’部でのステックスリップ音が大
きく発生したり、操舵力が重くなり旋回しにくくなると
いう問題点があったし、また、低速走行時を優先してイ
ニシャルトルクを下げると、イニシャルトルクを上げた
場合とは逆に、高速直進性が低下してしまうという問題
点があった。(Problems to be Solved by the Invention) However, in such a conventional differential limiting device, the dished friction plates 108, 108'
Since the initial torque is fixed and the transfer ratio characteristics are also uniquely determined, increasing the initial torque with priority given to high-speed driving improves high-speed straight-line performance, but when turning at low speeds There were problems such as stick-slip phenomenon occurring between the rear wheels and the road surface, loud stick-slip noise occurring at the friction clutches 105 and 105', and heavy steering force making it difficult to turn. However, if the initial torque is lowered with priority given to low-speed driving, there is a problem in that high-speed straight-line performance deteriorates, contrary to the case where the initial torque is increased.

従って、実際上のイニシャルトルク設定は、高速または
低速走行時のいずれも優先させることなく中途半端なイ
ニシャルトルク設定を行なっていた。Therefore, in practice, the initial torque setting is halfway done without prioritizing either high-speed or low-speed running.

（問題点を解決するための手段） すなわち、上述のような問題点を解決することを目的と
して本発明はなされたもので、この目的達成のために本
発明では、ディファレンシャルケースとサイドギヤとの
間に介装させた摩擦クラッチと、該摩擦クラッチに設け
られ、外部からの流体圧によりクラッチ締結力を付与さ
せるクラッチ締結手段と、該クラッチ締結手段に接続さ
せた流体圧発生手段と、を備えた差動制限装置において
、車速を検出する車速検出手段と、前記流体圧発生手段
に、前記車速検出手段からの車速信号を入力し、車速が
高速になるに従って高圧となり、逆に低速になるに従っ
て低圧となるように、車速に応じて流体圧を連続的に変
化させるための流体圧制御信号を出力する、流体圧制御
手段を設けた。(Means for Solving the Problems) That is, the present invention was made with the purpose of solving the above-mentioned problems, and in order to achieve this purpose, in the present invention, a A friction clutch interposed in the friction clutch, a clutch engagement means provided on the friction clutch for applying a clutch engagement force by external fluid pressure, and a fluid pressure generation means connected to the clutch engagement means. In the differential limiting device, a vehicle speed signal from the vehicle speed detection means is input to the vehicle speed detection means for detecting the vehicle speed and the fluid pressure generation means, and as the vehicle speed increases, the pressure increases, and conversely, as the vehicle speed decreases, the pressure decreases. A fluid pressure control means is provided to output a fluid pressure control signal for continuously changing fluid pressure in accordance with vehicle speed.

（作　用） 従って、本発明の差動制限装置では、流体圧制御手段か
らの流体圧制御信号によって、流体圧発生手段からクラ
ッチ締結手段へ供給される流体圧は車速に応じて変化す
る。(Function) Therefore, in the differential limiting device of the present invention, the fluid pressure supplied from the fluid pressure generating means to the clutch engaging means changes according to the vehicle speed in accordance with the fluid pressure control signal from the fluid pressure controlling means.

この変化する流体圧によって、摩擦クラ−２チに対して
、高速走行時には高いイニシャルトルクが。Due to this changing fluid pressure, high initial torque is applied to the friction clutch during high-speed driving.

低速走行時には低いイニシャルトルクが与えられること
になり、しかもイニシャルトルクの大きさは車速により
連続的に変化するものであるため、車速に応じて最適の
トランスファーレシオ特性ヲ得ることができる。When running at low speeds, a low initial torque is applied, and since the magnitude of the initial torque changes continuously depending on the vehicle speed, it is possible to obtain an optimal transfer ratio characteristic depending on the vehicle speed.

（実施例） 以下、本発明の実施例を図面により詳述する。(Example) Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

尚、この実施例を述べるにあたって、自動車の差動制限
装置を例にとる。In describing this embodiment, a differential limiting device for an automobile will be taken as an example.

まず、第１図及び第２図に示す第１実施例について、そ
の構成を説明する。First, the configuration of the first embodiment shown in FIGS. 1 and 2 will be explained.

１はハウジングであって、このハウジング１はスタッド
ポルト２によって車体側に支持される。1 is a housing, and this housing 1 is supported by a stud port 2 on the vehicle body side.

３はディファレンシャルケースであって、前記ハウジン
グｌに対してテーパーローラベアリング４．４′により
回転自在に支持される。Reference numeral 3 denotes a differential case, which is rotatably supported by a tapered roller bearing 4.4' with respect to the housing l.

５はリングギヤであって、前記ディファレンシャルケー
ス３に固定されたもので、このリングギヤ５はプロペラ
シャフト６に設けられたピニオンギヤ７と噛み合い、プ
ロペラシャフト６からの回転駆動力はディファレンシャ
ルケース３に伝達される。A ring gear 5 is fixed to the differential case 3. The ring gear 5 meshes with a pinion gear 7 provided on the propeller shaft 6, and the rotational driving force from the propeller shaft 6 is transmitted to the differential case 3. .

８．８′はサイドギヤであって、前記ディファレンシャ
ルケース３の内部に対向して配置されたもので、このサ
イドギヤ８，８′には、左側駆動軸９と右側駆動軸９′
とがスプライン結合により設けられる。Reference numeral 8.8' denotes a side gear, which is disposed facing inside the differential case 3. The side gears 8, 8' include a left drive shaft 9 and a right drive shaft 9'.
are provided by spline connection.

１０はピニオンメートシャフトであって、前記サイドギ
ヤ８，８′の間に配置されたもので、このピニオンメー
トシャツ）１０には、サイドギヤ８．８′　と噛み合う
ピニオンメートギヤ１１が支持されている。A pinion mate shaft 10 is disposed between the side gears 8 and 8', and a pinion mate gear 11 that meshes with the side gears 8 and 8' is supported on the pinion mate shaft 10.

１２．１２’はプレッシャリングであって、前記サイド
ギヤ８，８′の外周部に対向配置されたもので、このプ
レッシャリング１２．１２’　は前記ディファレンシャ
ルケース３に対し、回転方向に固定され、軸方向にスラ
イド可能に設けられている。Reference numeral 12.12' denotes a pressure ring, which is disposed opposite to the outer periphery of the side gears 8, 8'.This pressure ring 12.12' is fixed to the differential case 3 in the rotational direction, and It is provided so that it can be slid in the direction.

尚、このプレッシャリング１２．１２’には、第２図に
示すように、対向位置にＶ字溝１２ａ、１２ａ’が形成
され、前記ピニオンメートシャフトｌＯの端部に形成さ
れたＶ字カム部１０ａと接触係合させている。As shown in FIG. 2, this pressure ring 12, 12' has V-shaped grooves 12a, 12a' formed at opposing positions, and a V-shaped cam portion formed at the end of the pinion mate shaft IO. 10a.

１３．１３’は摩擦クラッチであって、前記プレッシャ
リング１２．１２’　とディファレンシャルケース３と
の間に介装されたもので、この摩擦クラッチ１３．１３
’は多板クラッチ構造であり、ディファレンシャルケー
ス３に固定されたフリクションプレー）１３ａ、１３ａ
’　と、サイドギヤ８，８′に固定されたフリクション
ディスク１３ｂ、１３ｂ’　と、によって構成されてい
る。Reference numeral 13.13' denotes a friction clutch, which is interposed between the pressure ring 12.12' and the differential case 3.
' is a multi-plate clutch structure, and the friction plate fixed to the differential case 3) 13a, 13a
' and friction discs 13b, 13b' fixed to the side gears 8, 8'.

１４．１４’はりアクションプレートであって、前記摩
擦クラッチ１３，１３’の外側面に接して配置されてい
る。14.14' beam action plate, which is arranged in contact with the outer surface of the friction clutches 13, 13'.

１５．１５’はニードルベアリングであって、前記リア
クションプレー）１４．１４’　とスペーサ１６．１６
’との間に介装されたもので、前記摩擦クラッチ１３．
１３’のクラッチ締結力の反力を、一方の摩擦クラッチ
１３側は、リアクシカンプレート１４．ニードルベアリ
ング１５．スペーサ１６．ブツシュロッド１７．及び油
圧ピストン１８を介してハウジングｌで支持し、他方の
摩擦クラッチ１３’側は、リアクションプレート１４′
　、ニードルベアリング１５’及びスペーサ１６′を介
してハウジング１で支持している。15.15' is a needle bearing, which includes the reaction plate 14.14' and spacer 16.16.
', which is interposed between the friction clutch 13.
One friction clutch 13 side receives the reaction force of the clutch engagement force of 13' through the rear axle can plate 14. Needle bearing 15. Spacer 16. Bush Rod 17. The other friction clutch 13' side is supported by the housing l via the hydraulic piston 18, and the reaction plate 14'
, is supported by the housing 1 via a needle bearing 15' and a spacer 16'.

１８はクラッチ締結手段としての油圧ピストンであって
、前記ハウジングｌに軸方向摺動可能に配置されたもの
で、この油圧ピストン１８の一端面側にはブツシュロッ
ド１７が設けられ、他端面側には圧油室１９及び油圧ポ
ー）１９’が設けられている。Reference numeral 18 denotes a hydraulic piston as a clutch fastening means, which is disposed in the housing l so as to be able to slide in the axial direction.A bushing rod 17 is provided on one end surface of the hydraulic piston 18, and a bushing rod 17 is provided on the other end surface. A pressure oil chamber 19 and a hydraulic port 19' are provided.

２０は流体圧発生手段としての油圧発生装置であって、
前記油圧ピストン１８へ作動油圧を供給させるもので、
この油圧発生装置２０は、油圧ポンプ２１を駆動させる
モータ２２と、油圧ポンプ２１による加圧油をリザーブ
タンク２３から油圧ボート１９′に供給する圧油パイプ
２４と、該圧油パイプ２４の途中に設けられたチェック
バルブ２５と、圧油パイプ２４を流れる加圧油が所定圧
以上のときに逃がしパイプ２６を経てリザーブタンク２
７へ逃がすリリーフバルブ２８と、圧ｍパイプ２４の分
岐パイプ２９に設けられ、油圧ポート１９′側へ加圧油
を供給するか、リザーブタンク２７へ戻して供給圧を下
げるかの切り換えを行なうンレノイドバルブ３０と、を
備えた構成としている。20 is a hydraulic pressure generating device as a fluid pressure generating means,
It supplies hydraulic pressure to the hydraulic piston 18,
This hydraulic pressure generator 20 includes a motor 22 that drives a hydraulic pump 21, a pressure oil pipe 24 that supplies pressurized oil by the hydraulic pump 21 from a reserve tank 23 to a hydraulic boat 19', and When the pressure oil flowing through the provided check valve 25 and the pressure oil pipe 24 exceeds a predetermined pressure, it passes through the relief pipe 26 to the reserve tank 2.
A relief valve 28 is provided in the branch pipe 29 of the pressure m pipe 24, and a drain is provided to switch between supplying pressurized oil to the hydraulic port 19' side or returning it to the reserve tank 27 to lower the supply pressure. The configuration includes a noid valve 30.

３１は流体圧制御手段としての油圧制御手段であって、
車速検出手段としての車速センサ３２からの車速信号（
ｃ）を入力し、車速が高速になるに従って高圧となり・
、逆に低速になるに従って低圧となるように、車速に応
じて流体圧を連続的に変化させるための油圧制御信号（
ｄ）、（ｅ）を出力するものである。31 is a hydraulic control means as a fluid pressure control means,
A vehicle speed signal (
c), and as the vehicle speed increases, the pressure increases.
, a hydraulic control signal for continuously changing the fluid pressure according to the vehicle speed so that the pressure decreases as the vehicle speed decreases.
d) and (e) are output.

尚、この油圧制御手段３１には、第３図に示すように、
車速と油圧との関係特性がデータとして記憶されていて
、車速センサ３２からの車速信号（Ｃ）に応じた油圧レ
ベルを算出または選択し、この目標油圧レベルに応じた
油圧制御信号（ｄ）、（ｅ）をモータ２２及びソレノイ
ドバルブ３０に出力させる。Note that this hydraulic control means 31 includes, as shown in FIG.
The relationship characteristics between vehicle speed and oil pressure are stored as data, and a hydraulic pressure level is calculated or selected according to the vehicle speed signal (C) from the vehicle speed sensor 32, and a hydraulic pressure control signal (d) according to this target oil pressure level, (e) is outputted to the motor 22 and the solenoid valve 30.

そして、油圧発生装置２ｏによって発生する実際の油圧
レベルは、圧力センサ３３からの圧力信号（ｆ）を入力
することで得られ、この圧力信号（ｆ）による実際の油
圧レベルが目標油圧レベルに一致するように制御される
。The actual oil pressure level generated by the oil pressure generator 2o is obtained by inputting the pressure signal (f) from the pressure sensor 33, and the actual oil pressure level based on this pressure signal (f) matches the target oil pressure level. controlled to do so.

ここで、油圧制御の具体例としては、油圧制御信号（ｄ
）によりモータ２２を定速で回転させる場合は、ソレノ
イドバルブ３ｏに対し０Ｎ−ＯＦＦによるデユーティ比
制御を行ない、ソレノイドバルブ３０のＯＮ状態（リザ
ーブタンク２７への流れがカー／　トされる。）を長く
して油圧レベルを高く、逆にＯＦＦ状態を長くして油圧
レベルを低くするように制御するとか、また、モータ２
２として可変速モータを用い、油圧制御信号（ｄ）によ
り車速に応じたモータ回転数とし、ソレノイドバルブ３
０を補助的に用いるとかの制御方法により行なう。Here, as a specific example of hydraulic control, the hydraulic control signal (d
) to rotate the motor 22 at a constant speed, control the duty ratio of the solenoid valve 3o by turning it 0N-OFF, and keep the solenoid valve 30 in the ON state (the flow to the reserve tank 27 is carted). It is possible to control the oil pressure level by increasing the length of the motor 2 to increase the oil pressure level, and conversely to lower the oil pressure level by making the OFF state longer.
2, a variable speed motor is used, the motor rotation speed is set according to the vehicle speed by the hydraulic control signal (d), and the solenoid valve 3
This is done by a control method such as using 0 as an auxiliary.

次に、第１実施例の作用を説明する。Next, the operation of the first embodiment will be explained.

（イ）車速が低速のとき　。(b) When the vehicle speed is low.

車速が低速であるときは、車速センサ３２からその速度
に応じた車速信号（Ｃ）が油圧制御手段３１に対して出
力される。When the vehicle speed is low, the vehicle speed sensor 32 outputs a vehicle speed signal (C) corresponding to the speed to the hydraulic control means 31.

そして、油圧制御手段３１では、車速信号（Ｃ）に応じ
た油圧を発生させるための油圧制御信号（ｄ）、（ｅ）
が油圧発生装置２０に対して出力され、この油圧発生装
置２０からは低圧の加圧油を油圧ボート１９′へ供給す
る。The hydraulic pressure control means 31 generates hydraulic control signals (d) and (e) for generating hydraulic pressure according to the vehicle speed signal (C).
is output to the hydraulic pressure generator 20, which supplies low pressure pressurized oil to the hydraulic boat 19'.

この加圧油によって油圧ピストン１８は、第１図の右方
に移動し、その押圧力は、ブツシュロッド１７→スペー
サ１６→ニードルベアリング１５→リアクシヨンプレー
ト１４と伝達され、摩擦クラッチ１３を押圧し、クラッ
チ締結力（イニシャルトルク）を付与させる。尚、摩擦
クラッチ１３′へは、反力によってクラッチ締結力が付
与される。This pressurized oil moves the hydraulic piston 18 to the right in FIG. Apply clutch engagement force (initial torque). Note that a clutch engagement force is applied to the friction clutch 13' by a reaction force.

また、ディファレンシャルケース３と共に回転するプレ
ッシャリング１２．１２’は、ピニオンメートシャツ）
１０とのカム作用により左右に押し開かれ、摩擦クラッ
チ１３．１３’に対しクラッチ締結力を付与する。In addition, the pressure ring 12.12' that rotates together with the differential case 3 is a pinion mate shirt).
It is pushed open left and right by the cam action with 10, and applies a clutch engagement force to the friction clutch 13, 13'.

従って、低速走行時においては、第４図のトランスファ
ーレシオ特性線図Ｂに示すような特性を示し、差動制御
作用が小さく、低速旋回時の後輪と路面間でのスティッ
クスリップ現象や、摩擦クラッチ１３．１３’でのステ
ィックスリップ音の発生がなく、操舵力も重くさせるこ
とがない。Therefore, when driving at low speeds, the characteristics shown in the transfer ratio characteristic diagram B in Figure 4 are exhibited, and the differential control effect is small, causing stick-slip phenomena and friction between the rear wheels and the road surface during low-speed turns. No stick-slip noise occurs in the clutches 13, 13', and the steering force does not become heavy.

（ロ）車速が高速のとき　　− 車速が高速のときも、前述と同様の作用を経過するが、
油圧発生装置２０から供給される加圧油が高圧となるた
めに、摩擦クラッチ１３．１３’へのイニシャルトルク
は大きくなり、トランスファーレシオ特性としては、第
４図のトランスファーレシオ特性線図Ｃに示すような特
性となり、差動制限作用が大きくなる。(b) When the vehicle speed is high - When the vehicle speed is high, the same effect as described above occurs, but
Since the pressurized oil supplied from the hydraulic pressure generating device 20 has a high pressure, the initial torque to the friction clutch 13, 13' becomes large, and the transfer ratio characteristic is shown in the transfer ratio characteristic diagram C in Fig. 4. As a result, the differential limiting effect increases.

従って、第５図に示すように、高速走行時に旋回方向の
ヨーモーメン）Ｍが発生しても、左右輪の差動が制限さ
れることによりこのヨーモーメントＭとは逆方向のモー
メントＭ′が発生し、高速旋回時にはアンダーステア傾
向を示すことで、高速直進性が向上する。Therefore, as shown in Fig. 5, even if a yaw moment M in the turning direction occurs during high-speed driving, a moment M' in the opposite direction to the yaw moment M occurs due to the limited differential movement between the left and right wheels. However, by exhibiting a tendency to understeer during high-speed turns, high-speed straight-line performance is improved.

尚、作用として車速が高速時と、車速が低速時とについ
て説明したが、この間の車速においても、第４図に示す
ように、車速に応じて油圧が変化し、摩擦クラッチ１３
．１３’へのイニシャルトルクが変化するものであるた
め、トランスファーレシオ特性としては、第４図の領域
り内で車速に応じて変化するトランスファーレシオ特性
を示し、車速に応じた好適な差動制限作用が得られる。Note that the operation has been explained for when the vehicle speed is high and when the vehicle speed is low, but even at vehicle speeds between these times, as shown in FIG. 4, the oil pressure changes depending on the vehicle speed, and the friction clutch 13
．． Since the initial torque to 13' changes, the transfer ratio characteristic shows a transfer ratio characteristic that changes according to the vehicle speed within the range shown in Fig. 4, and a suitable differential limiting effect according to the vehicle speed. is obtained.

次に、第６図及びＷＳ７図に示す第２実施例にっ　、い
て説明する。Next, the second embodiment shown in FIG. 6 and WS7 will be explained.

この実施例は、端部が方形断面のピニオンメートシャツ
）１０と、この方形断面部ｆｏｂに係合す６角ｆ＋Ｗ　
１２　ｂ　、　１２　ｂ’を有するプレッシャリング１
２．１２’を用いた例であって、第１実施例のように、
カム作用による摩擦クラッチ１３，１３′へのクラッチ
締結力は発生せず、差動制限作用をもっばら油圧ピスト
ン１８によるクラッチ締結力により得るようにしたもの
である。This embodiment includes a pinion mate shirt (pinion mate shirt) 10 whose end has a square cross section, and a hexagonal f+W that engages with this square cross section fob.
Pressure ring 1 with 12 b, 12 b'
2.12', as in the first embodiment,
No clutch engagement force is generated by the cam action on the friction clutches 13, 13', and the differential limiting action is obtained entirely by the clutch engagement force from the hydraulic piston 18.

尚、他の構成は、第１実施例と同様であるので説明を省
略する。Note that the other configurations are the same as those in the first embodiment, so explanations will be omitted.

従って、第２実施例におけるトランスファーレシオ特性
は、第５図に示す特性線図のようになり、車速に応じて
領域Ｅの範囲で変化する特性を示す。Therefore, the transfer ratio characteristic in the second embodiment is as shown in the characteristic diagram shown in FIG. 5, and shows a characteristic that changes within region E depending on the vehicle speed.

以上、本発明の実施例を図面により詳述してきたが、具
体的な構成はこの実施例に限られるものではなく、本発
明の要旨を逸脱しない範囲における設計変更等があって
も本発明に含まれる。Although the embodiments of the present invention have been described above in detail with reference to the drawings, the specific configuration is not limited to these embodiments, and the present invention may be modified without departing from the gist of the present invention. included.

例えば、クラッチ締結手段や油圧発生手段は、実施例構
造のものに限らず、他の構造の手段を用いてもよく、ま
た１、油圧以外の流体を用いる手段であってもよい。For example, the clutch engagement means and the hydraulic pressure generating means are not limited to those having the structure of the embodiment, but means having other structures may be used, or means using fluid other than hydraulic pressure may be used.

（発明の効果） 以上説明してきたように、本発明の差動制限装置によれ
ば、流体圧発生手段に、車速に応じて流体圧を連続的に
変化させる流体圧制御手段を設けたものであるため、車
速の高低に応じて好適なトランスファーレシオ特性を得
ることができるという効果が得られる。(Effects of the Invention) As explained above, according to the differential limiting device of the present invention, the fluid pressure generating means is provided with a fluid pressure control means that continuously changes the fluid pressure according to the vehicle speed. Therefore, it is possible to obtain suitable transfer ratio characteristics depending on the vehicle speed.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明第１実施例の差動制限装置を示す図、第
２図は第１図の矢印Ｚ方向からみた矢視図、第３図は第
１実施例装置の油圧制御手段に記憶させている車速−油
圧の関係線図、第４図は第１実施例装置におけるトラン
スファーレシオ特性線図、第５図は第１実施例装置を備
えた自動車を示す平面図、第６図は本発明第２実施例装
置のビニオンメートシャフト及びプレッシャリングを示
す図、第７図は第２実施例装置におけるトランスファー
レシオ特性線図、第８図は従来の差動制限装置を示す断
面図、第９図は従来装置におけるトランスファーレシオ
特性線図である。 ３・・・ディファレンシャルケース ８．８′・・・サイドギヤ １３．１３’・・・摩擦クラッチ １８・・・油圧ピストン（クラッチ締結手段）２０・・
・油圧発生装置（流体圧発生手段）３１・・・油圧制御
手段（流体圧制御手段）３２・・・車速センサ（車速検
出手段）Ｃ・・・車速信号1 is a diagram showing a differential limiting device according to a first embodiment of the present invention, FIG. 2 is a view seen from the direction of arrow Z in FIG. 1, and FIG. 3 is a diagram showing a hydraulic control means of the device according to the first embodiment. A memorized vehicle speed-hydraulic relationship diagram, FIG. 4 is a transfer ratio characteristic diagram in the device of the first embodiment, FIG. 5 is a plan view showing a car equipped with the device of the first embodiment, and FIG. A diagram showing the binion mate shaft and pressure ring of the second embodiment device of the present invention, FIG. 7 is a transfer ratio characteristic diagram in the second embodiment device, and FIG. 8 is a sectional view showing a conventional differential limiting device. FIG. 9 is a transfer ratio characteristic diagram of a conventional device. 3...Differential case 8.8'...Side gear 13.13'...Friction clutch 18...Hydraulic piston (clutch engagement means) 20...
・Hydraulic pressure generator (fluid pressure generating means) 31...Hydraulic pressure control means (fluid pressure control means) 32...Vehicle speed sensor (vehicle speed detection means) C...Vehicle speed signal

Claims (1)

【特許請求の範囲】[Claims] １）ディファレンシャルケースとサイドギヤとの間に介
装させた摩擦クラッチと、該摩擦クラッチに設けられ、
外部からの流体圧によりクラッチ締結力を付与させるク
ラッチ締結手段と、該クラッチ締結手段に接続させた流
体圧発生手段と、を備えた差動制限装置において、車速
を検出する車速検出手段と、前記流体圧発生手段に、前
記車速検出手段からの車速信号を入力し、車速が高速に
なるに従って高圧となり、逆に低速になるに従って低圧
となるように、車速に応じて流体圧を連続的に変化させ
るための流体圧制御信号を出力する、流体圧制御手段と
、を設けたことを特徴とする差動制限装置。1) A friction clutch interposed between the differential case and the side gear, and a friction clutch provided in the friction clutch,
A differential limiting device comprising a clutch engaging means for applying a clutch engaging force by external fluid pressure, and a fluid pressure generating means connected to the clutch engaging means, a vehicle speed detecting means for detecting vehicle speed; The vehicle speed signal from the vehicle speed detection means is inputted to the fluid pressure generating means, and the fluid pressure is continuously changed according to the vehicle speed so that the pressure becomes higher as the vehicle speed becomes higher and conversely becomes lower as the vehicle speed becomes lower. A differential limiting device comprising: a fluid pressure control means for outputting a fluid pressure control signal for controlling the differential.
JP18778084A 1984-09-07 1984-09-07 Differential-gear restricting apparatus Granted JPS6167629A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP18778084A JPS6167629A (en) 1984-09-07 1984-09-07 Differential-gear restricting apparatus

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP18778084A JPS6167629A (en) 1984-09-07 1984-09-07 Differential-gear restricting apparatus

Publications (2)

Publication Number Publication Date
JPS6167629A true JPS6167629A (en) 1986-04-07
JPH0316289B2 JPH0316289B2 (en) 1991-03-05

Family

ID=16212086

Family Applications (1)

Application Number Title Priority Date Filing Date
JP18778084A Granted JPS6167629A (en) 1984-09-07 1984-09-07 Differential-gear restricting apparatus

Country Status (1)

Country Link
JP (1) JPS6167629A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4973294A (en) * 1987-10-20 1990-11-27 Nissan Motor Co., Ltd. Limited-slip differential control system
US5005131A (en) * 1987-09-29 1991-04-02 Nissan Motor Co., Ltd. Slip control device for differential
US5075854A (en) * 1987-10-09 1991-12-24 Nissan Motor Co., Ltd. Differential limiting force control system responsive to vehicle speed and steering angle
US6168545B1 (en) 1999-05-26 2001-01-02 Mclaren Automotive Group, Inc. Limited slip differential with spring-loaded clutches

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5005131A (en) * 1987-09-29 1991-04-02 Nissan Motor Co., Ltd. Slip control device for differential
US5075854A (en) * 1987-10-09 1991-12-24 Nissan Motor Co., Ltd. Differential limiting force control system responsive to vehicle speed and steering angle
US4973294A (en) * 1987-10-20 1990-11-27 Nissan Motor Co., Ltd. Limited-slip differential control system
US6168545B1 (en) 1999-05-26 2001-01-02 Mclaren Automotive Group, Inc. Limited slip differential with spring-loaded clutches

Also Published As

Publication number Publication date
JPH0316289B2 (en) 1991-03-05

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