JPH06227272A - Left-and-right driving force adjusting device for car - Google Patents

Abstract

PURPOSE:To provide a left-right drive force adjusting device for car, which is embodied compactly as a combination of a differential limiting device and a speed increasing device. CONSTITUTION:A left-right drive force adjusting device for a car includes a differential device to transmit the driving force given from an engine, a left and a right wheel driving shafts 27, 29, a differential limiting device to restrain the differential rotation of the wheel driving shafts, and a left and a right internal gear 42, 43 which are installed rotatably in a differential carrier 15 in eccentricity from the wheel driving shafts. The arrangement further includes speed increasing gears 45, 46 rigidly installed coaxially on the wheel driving shafts so that they mesh with the internal gears, a left and a right friction clutch 47, 48 installed in the space to the differential case 24 and capable of connecting them consolidatedly, clutch actuators 49, 51 to change over the clutch engagement condition, and a control means to control the operation of the actuators on the basis of the revolving motion of the car.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a compact vehicle lateral drive force adjusting device capable of improving the turning performance of a vehicle by controlling the distribution of power from the engine to the left and right drive wheels.

[0002]

2. Description of the Related Art In a four-wheeled vehicle (hereinafter referred to as a vehicle), the output shaft of the transmission and the left and right driving wheels are required to allow a differential between the left and right driving wheels when turning. It is necessary to incorporate a differential device in the middle of the power transmission mechanism to be connected.

This differential device has a function of evenly distributing the drive torque from the engine to the left and right drive wheels, so that when the road surface condition is extremely different between the left and right drive wheels, for example, If the other drive wheel gets on the ice or gets stuck in mud while the other drive wheel is grounded on a normal road surface, the drive torque from the engine is transmitted to the other drive wheel side with no road surface resistance. This causes a problem that the other drive wheel spins and cannot run. Further, when the vehicle travels on a straight road, it is desirable to suppress the slip amount of the left and right driving wheels while driving regardless of the friction coefficient of the road surface on which the left and right driving wheels contact the ground.

For this reason, when the driving torque from the engine is not evenly distributed to the left and right driving wheels, or when the rotational difference between the left and right driving wheels becomes large, the left and right driving wheels become large. A differential device incorporating a differential limiting device for restraining the differential is adopted in some vehicles.

As the above-described differential limiting device, a torque sensitive type represented by a multi-disc clutch type that works according to the imbalance of the distributed torque to the left and right driving wheels, and a rotation sensitive type depending on the rotational difference between the left and right driving wheels. It is generally a rotation speed sensitive type represented by a viscous coupling type.

On the other hand, in order to improve the turning performance of a vehicle having drive wheels without a steering function, it has been considered to give more driving force to the drive wheels located outside the turning center of the vehicle. Specifically, in the middle of a power transmission mechanism that connects the output shaft of the transmission and the left and right drive wheels, a clutch and a speed increasing mechanism are provided in parallel with the differential device, respectively. By connecting the drive wheel side clutch located outside the turning center of the vehicle and forcibly increasing the speed of the outside drive wheel, the drive torque from the engine I try to convey more to the driving wheels.

The above-described conventional speed increasing mechanism generally has a structure in which a speed increasing gear shaft is arranged in parallel with an axle of a drive wheel or a planetary gear device is used.

[0008]

In a vehicle having a conventional torque-sensitive differential limiting device, the driver temporarily depresses the accelerator pedal when shifting from a state of traveling on a straight road to a turning circuit. It is common to reduce the vehicle speed or activate the braking system to decelerate the vehicle. At this time, the differential limiting device operates as the vehicle decelerates,
As a result of restraining the rotational speed difference between the left and right wheels, there is a drawback that the turning performance of the vehicle is impaired.

In this respect, the vehicle having the rotation speed-sensitive differential limiting device does not have the above-mentioned problems, but since it has a structure in which it is connected in series to the side of the differential device, it is a case of the differential device. It cannot be made as compact as the torque-sensitive differential limiting device that can be incorporated in.

Further, if the restraining force of these differential limiting devices is set to a large value by placing importance on the acceleration performance in the latter half of turning of the vehicle, the driving moment that hinders smooth turning of the vehicle increases, and the speed of the vehicle during turning. Will lead to a decline.

On the other hand, the conventional speed increasing device provided in parallel with the differential device requires a considerable occupied space in terms of the number of parts and the mechanical structure. Therefore, a differential limiting device should be attached to the differential device. However, it is considered to be difficult in the past, and although it is desirable functionally, it has not been realized yet.

[0012]

SUMMARY OF THE INVENTION It is an object of the present invention to employ a speed increasing device having a small number of parts and a compact size so that the driving torque distribution between the left and right driving wheels can be changed while the vehicle enters a turning circuit. It is an object of the present invention to provide a lateral drive force adjusting device for a vehicle, which employs a compact differential limiting device in which differential limiting does not work with deceleration of the vehicle and which can significantly improve the turning performance of the vehicle.

[0013]

A left and right driving force adjusting device for a vehicle according to the first aspect of the present invention includes a differential device rotatably mounted in a differential carrier and transmitting a driving force from an engine. A difference between a pair of left and right wheel drive shafts whose base ends are respectively connected to the differential device and drive wheels are attached to the distal ends thereof, and a pair of the left and right wheel drive shafts attached to the differential device by the differential device. A differential limiting device capable of restraining dynamic rotation; and a pair of left and right internal gears rotatably mounted in the differential carrier so as to surround the pair of left and right wheel drive shafts in an eccentric state with respect to the wheel drive shafts. A pair of left and right speed increasing gears that are coaxially fitted to the pair of left and right wheel drive shafts so as to mesh with the pair of left and right internal gears; And a pair of left and right friction clutches that are interposed between the internal gear and the differential case and that can integrally connect the internal gear and the differential case, and the pair of left and right friction clutches provided on the differential carrier. It is provided with a pair of left and right clutch actuators for independently switching the states, and actuator control means for controlling the operation of the pair of left and right clutch actuators based on the turning motion of the vehicle.

The vehicle left / right driving force adjusting device according to the second aspect of the present invention includes a differential device rotatably mounted in the differential carrier and transmitting the driving force from the engine, and the differential device. A pair of left and right wheel drive shafts whose base ends are connected to each other and drive wheels are attached to their front ends, and a pair of left and right wheel drives that are attached to the differential device and are driven by the differential device when the vehicle is in a forward traveling state. A left-right drive force adjusting device for a vehicle, comprising: a differential limiting device capable of restraining a differential rotation of a shaft, wherein the differential device is provided in a differential case, and the differential case is integrally provided in the differential case. The differential bevel gear shaft, the differential bevel gear that is rotatably fitted to the differential bevel gear shaft, and the differential bevel gear that is integrally fitted to the base end portion of the wheel drive shaft. And a pair of left and right axle bevel gears respectively engaged with the differential limiting device, wherein the differential limiting device is provided between the differential bevel gear and the differential case so as to surround the pair of left and right axle bevel gears. The pressure ring, a pair of left and right symmetric inclined surfaces formed on the opposing end surfaces of the pair of left and right pressure rings, and having a gradual narrower interval toward the forward rotation direction side of the differential bevel gear shaft, and the pair of left and right inclined surfaces. A pair of bilaterally symmetrical locking surfaces that are formed on the opposite side of the forward direction of the differential bevel gear shaft and are orthogonal to the forward rotation of the differential bevel gear shaft, and the differential bevel gear shaft. An abutment surface that is formed on the outer peripheral surface of the differential bevel gear shaft and that corresponds to the pair of left and right locking surfaces, and a pair of the left and right inclined surfaces that are formed on the outer peripheral surface of the differential bevel gear shaft opposite to the abutment surfaces. It is characterized by having a corresponding cam surface That.

[0015]

The driving force from the engine is transmitted to the pair of left and right wheel drive shafts via the differential device. At this time, a relatively small differential rotation of the wheel drive shaft is allowed without any problem, but a relatively large differential rotation of the wheel drive shaft is restricted by the differential limiting device.

Here, in the second aspect of the present invention, the differential bevel gear shaft rotates together with the differential case, and the pair of left and right axle shafts respectively mesh with the differential bevel gears rotatably fitted to the differential bevel gear shaft. The bevel gear rotates together with the differential bevel gear integrally with the differential bevel gear shaft. When a rotation difference occurs between the left and right wheel drive shafts, the differential bevel gear that meshes with the axle bevel gear idles with respect to the differential bevel gear shaft, allowing the difference in rotation between the left and right wheel drive shafts.

When a large rotation difference begins to occur between the left and right wheel drive shafts while the drive torque from the engine is being transmitted to the left and right drive wheel sides, the cam surface formed on the differential bevel gear shaft is added. As a result of the pressing ring being pressed against the inclined surface formed on the pressure ring and being pressed against the differential case side, a differential restraining force corresponding to this pressing force is generated between the left and right drive wheels.

On the contrary, in a deceleration state in which the driving torque from the engine is not transmitted to the left and right driving wheels, even if a difference in rotation occurs between the left and right wheel driving shafts, the locking surface formed on the differential bevel gear shaft is Since the pressure ring is merely pressed against the contact surface formed on the pressure ring and the pressure ring is not pressed against the differential case side, no differential restraining force is generated on the left and right drive wheels.

Further, in the first aspect of the present invention, when the vehicle starts turning, the drive wheel side clutch actuator located outside the turning center is actuated by the actuator control means, and the driving wheel located outside the turning center. As a result of shifting of the friction clutch corresponding to (1) to the engaged state, the rotation of the differential case is transmitted to the internal gear via the friction clutch. Then, the rotation of the internal gear is directly transmitted from the speed increasing gear to the wheel drive shaft outside the turning center, and the driving wheels outside the turning center are accelerated to rotate the driving force from the engine to the outside of the turning center. More will be transmitted to the drive wheel side.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, which shows a sectional structure of an embodiment in which a vehicle left / right driving force adjusting apparatus according to the present invention is applied to left and right rear wheels of a four-wheeled vehicle, side plates 11 are provided at both left and right ends. A drive carrier gear shaft support portion 16 having a tubular shape is integrally formed on a differential carrier 15 to which the and 12, 12 are attached via studs 13 and nuts 14 so as to project forward. A drive bevel gear shaft 18 having a drive bevel gear 17 integrally formed at its rear end is rotatably supported in a penetrating state on the gear shaft support portion 16 via a pair of bearings 19 and 20.

A connecting flange 21 for connecting to a propeller shaft (not shown) is integrally fitted to a front end portion of the drive bevel gear shaft 18, and a driving force from an engine (not shown) causes the propeller shaft to move. It is adapted to be transmitted to the drive bevel gear shaft 18 via the.

The driven crown gear 22 meshing with the driving bevel gear 17 is fixed to a differential case 24 via a bolt 23, and an end plate 25 is fastened to the differential case 24 together via the bolt 23. There is. Between the end plate 25 and the left side plate 11, and between the right end portion of the differential case 24 and the right side plate 12.
Bearings 26 are respectively interposed between the differential case 24 and the drive bevel gear 17.
Rotates with the end plate 25 in the differential carrier 15.

The left wheel drive shaft 27, which penetrates through the left side plate 11 and the end plate 25 and has its base end facing the inside of the differential case 24, has a bearing 28 interposed therebetween.
It is rotatably supported with respect to. Similarly, the right wheel drive shaft 29 that penetrates the right side plate 12 and the differential case 24 and faces the differential case 24 is rotatably supported by the right side plate 12 via a bearing 30. Left and right rear wheels (not shown) are connected to 27 and 29, respectively.

In the differential case 24, a cross-shaped differential bevel gear shaft 31 is integrally mounted on the differential case 24, and the differential bevel gear shaft 31 has a wheel drive shaft 27, 29 as a base. In the present embodiment, four differential bevel gears 34 are rotatably fitted to a pair of left and right axle bevel gears 32 and 33, which are spline-fitted at their ends, respectively. In the present embodiment, the differential case 24, the differential bevel gear shaft 31, and the axle bevel gears 32, which are integral with the wheel drive shafts 27, 29, described above, are provided.
33 and the differential bevel gear 34 constitute the differential device of the present invention.

Therefore, as the differential case 24 rotates, the differential bevel gear shaft 31 rotates integrally therewith, and the differential bevel gear 34 and the differential bevel gear 34 rotatably fitted to the differential bevel gear shaft 31, respectively. A pair of left and right axle bevel gears 3 that mesh with each other
2, 33 rotate together with the differential bevel gear 34 together with the differential case 24 and the differential bevel gear shaft 31. When a rotation difference occurs between the left and right wheel drive shafts 27 and 29, the differential bevel gear 34 that meshes with the left and right axle bevel gears 32 and 33 idles with respect to the differential bevel gear shaft 31, and the left and right wheel drive shafts are rotated. The rotation difference of 27 and 29 is allowed.

Between the axle bevel gears 32 and 33 and the differential bevel gear 34 and the differential case 24, the axle bevel gears 32 and 33 rotate integrally with the axle bevel gears 32 and 33 and the differential gear 24, respectively. A pair of left and right pressure rings 35, 36 surrounding the bevel gear 34 are slidably accommodated in the left and right, and the pressure rings 35, 36 and the end plate 25 are accommodated.
The differential limiting clutch plate 37 is interposed between the differential limiting clutch plate 37 and the differential case 24.

As shown in FIG. 1 and FIG. 2 showing the relationship between the pressure rings 35 and 36 and the differential bevel gear shaft 31 in the state shown in FIG. 1, a pair of left and right pressure rings 35 and 36 are opposed to each other. These pressure rings 3 are provided on the surface when the vehicle is moving forward.
A pair of bilaterally symmetrical left and right inclined surfaces 38, which are closer to the front side (upper side in FIG. 2) in the rotational direction of 5, 36, and the pressure ring 3.
Four pairs of left and right contact surfaces 39, which are orthogonal to the rotation direction of 5, 36, are cut out at equal intervals. Further, the differential bevel gear shaft 3 corresponding to the inclined surface 38 and the contact surface 39.
1, a pair of bilaterally symmetrical cam surfaces 40 with which the inclined surface 38 can slidably contact and a locking surface 41 with which the contact surface 39 abuts.
Are engraved respectively, and in the present embodiment, these inclined surfaces 38
And pressure rings 35, 36 having contact surfaces 39 formed therein,
The present invention includes the differential limiting clutch plate 37 capable of sliding contact with the pressure rings 35 and 36 and the differential case 24, and the cam surface 40 and the locking surface 41 formed at the tip of the differential bevel gear shaft 31. The differential limiting device is configured.

That is, when a large rotation difference begins to occur between the left and right wheel drive shafts 27, 29 while the drive torque from an unillustrated engine is transmitted to the left and right wheel drive shafts 27, 29, for example, When the left wheel drive shaft 27 rotates at a higher speed than the right wheel drive shaft 29, the rotation speed of the pressure ring 36 on the right side of the differential bevel gear shaft 31 relatively decreases, resulting in a differential umbrella. In FIG. 2, the right cam surface 40 formed on the gear shaft 31 abuts against the inclined surface 38 formed on the pressure ring 36, and the pressure ring 36 interposes the differential limiting clutch plate 37 on the differential case 2.
As a result of being pressed against 4, the differential restraining force corresponding to this pressing force is generated on the right wheel drive shaft 29, and a relative decrease in rotation of the right wheel drive shaft 29 is suppressed. Therefore, it is possible to minimize slip loss when the vehicle is traveling on a straight road.

On the contrary, in a deceleration state in which the drive torque from the engine is not transmitted to the left and right drive wheels, the relative rotational speed of the left and right pressure rings 36 with respect to the differential bevel gear shaft 31 increases, so Even if a relative rotation difference occurs between the wheel drive shafts 27 and 29, the locking surface 41 formed on the differential bevel gear shaft 31 merely presses against the contact surfaces 39 formed on the left and right pressure rings 36. Since the pressure ring 36 is not pressed against the side of the differential case 24, no differential restraining force is generated on the left and right drive wheels. Therefore, for example, when decelerating when the vehicle plunges into the turning circuit, the differential restraining force as in the conventional case does not work at all, so that the turning performance of the vehicle in the initial stage of turning can be improved.

On the other hand, the left and right side plates 11, 12 surround the wheel drive shafts 27, 29, and these wheel drive shafts 27, 29 are surrounded.
On the other hand, eccentric internal gears 42 and 43 are rotatably and laterally held via bearings 44, respectively, and speed increasing gears 45 and 46 that mesh with these internal gears 42 and 43, respectively. Are spline-fitted coaxially with the wheel drive shafts 27, 29.

Between the end faces of the internal gears 42 and 43 and the end plate 25 and the right end face of the differential case 24, torque moving clutch plates 47 and 48 are interposed, respectively. Board 47,4
8 through the differential case 24 and the internal gear 4
It can be transmitted by power between 2,43.

A clutch actuator 49 is provided between the left side plate 11 and the left internal gear 42 to urge the left internal gear 42 toward the end plate 25 via the torque moving clutch plate 47. Is assembled via a thrust bearing 50, and similarly, between the right side plate 12 and the right internal gear 43, the right internal gear 43 is differentially provided via a torque moving clutch plate 48. Clutch actuator 5 capable of urging the right end surface of case 24
1 is assembled via a thrust bearing 52. These clutch actuators 49, 51 include an oil passage 53.
Also, a hydraulic pressure supply source (not shown) is connected via a pressure oil adjusting mechanism (not shown), and a predetermined pressure oil can be supplied to either one of the left and right clutch actuators 49, 51 based on the operating state of the vehicle described later. It is like this.

For example, the left clutch actuator 4
When a predetermined pressure oil is supplied to 9 through the oil passage 53, the piston 54 of the clutch actuator 49 is
Since the internal gear 42 is moved to the right to urge the end gear 25 toward the end plate 25, the differential case 24 and the internal gear 42 are brought into the connected state via the left torque moving clutch plate 47. As a result, the rotation of the differential case 24 is directly transmitted from the internal gear 42 to the speed increasing gear 45,
The wheel drive shaft 27 on the left side is a differential case 24.
As a result, the engine rotates at a higher speed, and more drive torque from the engine is supplied to the left rear wheel than to the right.

In this embodiment, when turning the vehicle, the hydraulic pressure set corresponding to the steering angle of the front wheels (not shown) and the traveling speed of the vehicle (hereinafter referred to as the vehicle speed) is set at a position farther from the turning center of the vehicle. It is basically supplied to the clutch actuators 49, 51 on the rear wheels located at
In addition to the oil passage 53, the pressure regulating mechanism, the hydraulic pressure supply source, the steering angle detecting mechanism for the front wheels (not shown), and the vehicle speed detecting mechanism (not shown), the pressure oil whose pressure is regulated is used as a pair of left and right clutch actuators 4.
The actuator control means of the present invention is configured by a control device (not shown) or the like for supplying to any one of 9, 51.

That is, as the vehicle speed is higher and the turning radius of the vehicle is smaller, a larger amount of pressure oil is located farther from the center of turning of the vehicle.
1 to increase the speed of the rear wheels located farther from the turning center of the vehicle and supply more drive torque from the engine to the rear wheels located farther from the turning center of the vehicle. As a result, the turning performance of the vehicle can be improved.

Since a driving force that is inversely proportional to the turning radius of the vehicle is generated in the left and right rear wheels that do not have the steering function, the differential case 24 and the internal gear 42 are in direct contact with each other. In order to prevent abrasion due to the above, the torque transfer clutch plates 47 and 48 must be interposed between them. However, when driving the left and right front wheels, which are the steered wheels, a driving force is generated in the steering direction of the vehicle on these front wheels, so that the driving torque movement amount can be smaller than that of the rear wheels. It is possible to omit the torque moving clutch plates 47 and 48 and the bearings 44 in the system, and to make the entire apparatus compact. This device can be installed without any problem.

As shown in FIG. 3 showing the sectional structure of another embodiment according to the present invention, the driven gear 54 meshing with the output gear of the transmission (not shown) is fixed to the differential case 24 through the bolt 23. An end plate 25 is fastened to the differential case 24 together with the bolts 23. Bearings 26 are respectively provided between a differential carrier 55 and a differential case 24 which are integrated with a transmission case (not shown), and between a side plate 56 and the end plate 25 which are fastened to the transmission case and the differential carrier 55. The differential case 24 is interposed and rotates in the differential carrier 55 together with the end plate 25 as the output gear of the transmission is driven and rotated.

The wheel drive shaft 27 on the left side, which penetrates the side plate 56 and the end plate 25 and has its base end facing the inside of the differential case 24, is rotatably supported by the side plate 56 via a bearing 28. Similarly, the right wheel drive shaft 29, which penetrates the right end portion of the differential case 24 and faces the differential case 24, is rotatably supported by the differential case 24 via a bearing 30, and these wheel drive shafts 27, 29 are provided. The left and right front wheels (not shown) are connected to each.

A cruciform differential bevel gear shaft 31 is integrally mounted in the differential case 24 with respect to the differential case 24, and the differential bevel gear shaft 31 has wheel drive shafts 27, 29 as a base. In the present embodiment, four differential bevel gears 34 are rotatably fitted to a pair of left and right axle bevel gears 32 and 33, which are spline-fitted at their ends, respectively. In the present embodiment, the differential case 24, the differential bevel gear shaft 31, and the axle bevel gears 32, which are integral with the wheel drive shafts 27, 29, described above, are provided.
33 and the differential bevel gear 34 constitute the differential device of the present invention.

Between the axle bevel gears 32 and 33 and the differential bevel gear 34 and the differential case 24, the axle bevel gears 32 and 33 rotate integrally with the axle bevel gears 32 and 33 and the differential gear 24, respectively. A pair of left and right pressure rings 35, 36 surrounding the bevel gear 34 are slidably accommodated in the left and right, and the pressure rings 35, 36 and the end plate 25 are accommodated.
The differential limiting clutch plate 37 is interposed between the differential limiting clutch plate 37 and the differential case 24.

The differential bevel gear shaft 31 and the pressure ring 3
Reference numerals 5 and 36 have exactly the same configuration as that of the embodiment described above with reference to FIG. 2, and in this embodiment also, the inclined surface 38 and the contact surface 39 are formed as shown in FIG. The pressure rings 35, 36, the differential limiting clutch plate 37 capable of sliding contact with the pressure rings 35, 36 and the differential case 24, the cam surface 40 formed at the tip of the differential bevel gear shaft 31, and The locking surface 41 constitutes the limited slip differential device of the present invention.

On the other hand, at the right end portions of the side plate 56 and the differential carrier 55, the internal gears 57 and 58 which surround the wheel drive shafts 27 and 29 and are eccentric with respect to the wheel drive shafts 27 and 29 are respectively provided. It is held rotatably via 59 and slidable to the left and right together with the bearing 59, and speed-increasing gears 45 and 46 meshing with the internal gears 57 and 58 are coaxial with the wheel drive shafts 27 and 29. None of them are spline fitted.

In this embodiment, the end faces of the internal gears 57 and 58 are directly attached to the end plate 25 and the differential case 24.
It also has a function as a clutch plate for torque movement in sliding contact with the right end surface of the differential case 24 and the speed increasing gears 45, 46 via the internal gears 57, 58.
Power can be transmitted to and from.

Between the left side plate 56 and the bearing 59 fitted to the left internal gear 57, the piston of the clutch actuator 60 capable of urging the internal gear 57 together with the bearing 59 toward the end plate 25. 61 is interposed, and similarly, between the right end portion of the differential carrier 55 and the right internal gear 58, the right internal gear 58 can be urged toward the right end surface side of the differential case 24. The piston 63 of the clutch actuator 62 is interposed.
These clutch actuators 60 and 62 have oil passages 5
3 and a hydraulic pressure supply source (not shown) are connected through a pressure oil pressure adjusting mechanism (not shown), and when the vehicle turns, the hydraulic pressure set corresponding to the steering angle of the front wheels and the vehicle speed (not shown) is distant from the turning center of the vehicle. It can be supplied to the front-side clutch actuators 60, 62 located on one side.

For example, the clutch actuator 6 on the right side
When a predetermined pressure oil is supplied to No. 2 through the oil passage 53, the piston 63 of the clutch actuator 62 is
Since the internal gear 58 is moved to the left side and biases the internal gear 58 toward the right end surface side of the clutch case 24, the differential case 24
And the internal gear 58 are connected. As a result, the rotation of the differential case 24 is kept as it is and the internal gear 58 is rotated.
Is transmitted to the speed increasing gear 46, the right wheel drive shaft 29 is driven to rotate at a higher speed than the differential case 24, and more drive torque from the engine is supplied to the left rear wheel than to the right.

In addition to the oil passage 53, the pressure adjusting mechanism, the hydraulic pressure supply source, the steering angle detecting mechanism for the front wheels (not shown), and the vehicle speed detecting mechanism (not shown), the pressure oil whose pressure is adjusted is used as a pair of left and right clutch actuators 60. The actuator control means of the present invention is configured by a control device or the like (not shown) for supplying either of the two.

That is, the higher the vehicle speed and the smaller the turning radius of the vehicle, the greater the amount of pressure oil that can be located farther from the turning center of the vehicle.
2 to increase the speed of the rear wheels located farther from the turning center of the vehicle and supply more drive torque from the engine to the rear wheels located farther from the turning center of the vehicle. As a result, the turning performance of the vehicle can be improved.

In the above-mentioned two embodiments, the clutch gears 49, 51, 60, 62 are used to move the internal gears 42, 43, 57, 58 by using hydraulic pressure, but an electromagnetic clutch or the like is used. It is of course possible to electrically control or mechanically use a cam or the like.

[0049]

According to the vehicle left-right driving force adjusting device of the present invention, since the speed increasing device by the internal gear is provided in addition to the differential device incorporating the differential limiting device, the drive for the straight running of the vehicle is achieved. Along with the fact that slip loss of the wheels can be prevented, more driving torque can be distributed to the drive wheels farther from the center of turning when the vehicle turns, so that the turning performance can be improved.

Further, since the torque-sensitive type differential limiting device and the speed increasing device utilizing the internal gear are combined, the entire device can be downsized, and most of the existing components are unchanged. Since it can be diverted, the manufacturing cost can be suppressed.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a main part of an embodiment in which a vehicle left / right driving force adjusting apparatus according to the present invention is applied to left and right rear wheels.

FIG. 2 is a conceptual diagram in which an engaging portion between the differential bevel gear shaft and the pressure ring is extracted.

FIG. 3 is a cross-sectional view showing a main part of an embodiment in which the vehicle left-right driving force adjusting device according to the present invention is applied to left and right front wheels.

[Explanation of symbols]

11 and 12 are side plates, 13 is a stud, 14 is a nut, 15 is a differential carrier, 16 is a driving bevel gear shaft support, 17 is a driving bevel gear, 18 is a driving bevel gear shaft, 19 and 20 are bearings, 21 is 21 Connection flange, 22 driven crown gear, 23 bolt, 24 differential case, 25 end plate, 26 bearing, 27 wheel drive shaft, 2
8 is a bearing, 29 is a wheel drive shaft, 30 is a bearing, 31 is a differential bevel gear shaft, 32 and 33 are axle bevel gears, 34 is a differential bevel gear, 35 and 36 are pressure rings, and 37 is a differential restriction. Clutch plate, 38 an inclined surface, 39 an abutting surface, 40 a cam surface, 4
1 is a locking surface, 42 and 43 are internal gears, 44 is a bearing, 45,
46 is a speed increasing gear, 47 and 48 are torque moving clutch plates, 49 is a clutch actuator, 50 is a thrust bearing, 51 is a clutch actuator, 52 is a thrust bearing, 53 is an oil passage, 54 is a driven gear, and 55 is a differential carrier. , 56 are side plates, 57 and 58 are internal gears,
Reference numeral 59 is a bearing, 60 is a clutch actuator, 61 is a piston, 62 is a clutch actuator, and 63 is a piston.

Claims (2)

[Claims] 1. A differential device rotatably mounted in a differential carrier to transmit a driving force from an engine, and a base end portion is connected to the differential device, and a drive wheel is attached to a distal end portion. A pair of left and right wheel drive shafts; a differential limiting device attached to the differential device and capable of restraining differential rotation of the pair of left and right wheel drive shafts by the differential device; and a pair of left and right wheel drive shafts. A pair of left and right internal gears rotatably mounted in the differential carrier in an eccentric state with respect to the wheel drive shaft so as to surround the left and right wheel drive shafts so as to mesh with the pair of left and right internal gears. A pair of left and right speed increasing gears that are coaxially fitted to each other, a pair of left and right internal gears, and a differential case of the differential device are interposed between the internal gears and the differential gears. A pair of left and right friction clutches that can be integrally connected to a differential case, a pair of left and right clutch actuators that are provided in the differential carrier and that independently switch the engagement states of the pair of left and right friction clutches, and these left and right clutch actuators. A left-right driving force adjusting device for a vehicle, comprising: actuator control means for controlling the operation of a pair of clutch actuators based on a turning motion of the vehicle. 2. A differential device which is rotatably mounted in a differential carrier and transmits a driving force from an engine, and a base end portion is connected to the differential device and a drive wheel is attached to a tip end portion. A pair of left and right wheel drive shafts; and a differential limiting device attached to the differential device and capable of restraining differential rotation of the pair of left and right wheel drive shafts by the differential device when the vehicle is in a forward traveling state. A left-right driving force adjusting device for a vehicle, wherein the differential device includes a differential case, a differential bevel gear shaft integrally provided with the differential case in the differential case, and the differential bevel gear shaft. A differential bevel gear that is rotatably fitted; and a pair of left and right axle bevel gears that are integrally fitted to the base end of the wheel drive shaft and mesh with the differential bevel gear, respectively. The differential limiting device includes a pair of left and right pressure rings interposed between the differential bevel gear and the differential case so as to surround the pair of left and right axle bevel gears, and the pair of left and right pressure rings face each other. A pair of left and right symmetrical inclined surfaces which are formed on the end faces and whose distance is gradually narrowed toward the forward rotation direction side of the differential bevel gear shaft, and a forward direction of the differential bevel gear shaft that is continuous with the pair of left and right inclined surfaces. A pair of left and right symmetrical locking surfaces formed on the opposite side and orthogonal to the forward rotation of the differential bevel gear shaft, and a pair of left and right locking surfaces formed on the outer peripheral surface of the differential bevel gear shaft. And a cam surface that is formed on the outer peripheral surface of the differential bevel gear shaft opposite to the contact surface and that corresponds to the pair of left and right inclined surfaces. Left and right driving force adjustment device.