JP6101075B2 - Differential lock controller - Google Patents

Description

  The present invention relates to a differential lock control device as a connection control device for bringing a vehicle differential device as a connection device into a locked state or an unlocked state by electrical control.

  Conventionally, Patent Document 1 discloses a differential / lock control device, that is, a connection control device, which brings a vehicle differential device into a locked or unlocked state by electrical control as an example of a connecting device.

  The differential lock control device supplies a drive current to the solenoid based on a lock (connection) command of the differential mechanism, the lock (connection) state detection means detects the lock (connection) state, and the torque discrimination means Solenoid current control means is provided for switching and controlling the energization current of the solenoid from the drive current to a smaller holding current when it is determined that the torque is applied.

  Therefore, waste of power consumption by the solenoid at the time of locking can be reduced, and the solenoid energization control does not shift to the holding current control before the locking is completed, and it is possible to prevent the locking operation from being performed without being locked.

  However, although the driver has turned on the differential lock switch (connection switch) of the instrument and the lock command signal is output to the differential device, the driver does not detect the lock There is a problem that the drive current continues to be applied even when the driver does not intend to travel, for example, by leaving the vehicle, and power is wasted.

JP 2007-154934 A

  The problem to be solved is that even when the lock command signal is output to the differential device as the connecting device, the driver leaves the vehicle for some reason without detecting the lock state, and the driving intention is not seen. The drive current continues to be applied, and power is wasted.

In the present invention, when a lock command signal is output to a differential device as a connecting device, but when the driver leaves the vehicle for some reason without detecting the locked state, the driving intention is not seen. In order to be able to suppress consumption, a differential lock control device that makes a differential device of a vehicle locked or unlocked by electrical control , the dog clutch that is locked or unlocked, and An actuator that operates the dog clutch to enter a locked state or an unlocked state; a lock detection unit that detects that the differential device is locked due to the operation of the dog clutch; and torque to the differential device A torque discriminating unit for discriminating an action, and driving of the driver of the vehicle A travel intention determination unit that determines whether or not there is a desire, and a lock detection unit that detects a locked state and a torque determination unit that determines a torque acting state when a drive current is supplied to the actuator by a lock command signal to the differential device. A control unit that switches from energization of the drive current to energization of a smaller holding current, and the control unit is not detected by the lock detection unit when the drive current is energized, and the travel intention determination unit When it is determined that there is no travel intention, the drive current is temporarily reduced or zeroed until it is determined that there is a travel intention.

  Since the differential lock control device as the connecting device of the present invention has the above-described configuration, when a drive current is supplied to the actuator by a lock command signal to the differential device, the lock state is not detected and it is determined that there is no traveling intention. The drive current can be temporarily reduced or zero until it is determined that there is a travel intention.

  For this reason, it can suppress that a drive current continues energizing and can suppress useless consumption of electric power.

It is a schematic block diagram of the motor vehicle which applied the differential lock control apparatus. (Example 1) It is a block diagram of a differential lock control apparatus. (Example 1) It is a time chart of differential lock control. (Example 1) It is a flow chart of differential lock control. (Example 1) It is a flow chart of differential lock control. (Example 2) It is a flow chart of differential lock control. Example 3 It is a schematic block diagram of the motor vehicle which applied the connection control apparatus. (Equivalent example)

  Although a lock command signal is output to the differential device as a coupling device, wasteful power consumption can be suppressed when the driver leaves the vehicle for some reason without detecting the locked state and does not see the driving intention. A differential lock control device as a connection control device for bringing the rear differential device 1 of a vehicle into a locked state or unlocked state by electrical control in order to set the locked state or unlocked state. Solenoid 29, a differential lock position switch 45 for detecting that the rear differential device 1 is locked, a torque discriminating unit 40 for discriminating the torque action on the rear differential device 1, and a vehicle driver A travel intention discriminating unit 40 for discriminating whether or not the vehicle is willing to travel, and a robot to the rear differential device 1 When the drive current is supplied to the solenoid 29 by the command signal, the differential lock position switch 45 detects the locked state, and when the torque discriminating unit 40 determines that the torque is applied, the drive current is switched to the smaller holding current. The differential lock control unit 40 is not detected by the differential lock position switch 45 when the drive current is applied, and the travel intention determination unit 40 has no travel intention. This is realized by once reducing or eliminating the drive current until it is determined that there is a driving intention.

[Four-wheel drive vehicle]
FIG. 1 is a schematic configuration diagram of a power transmission system of a four-wheel drive vehicle which is a vehicle to which an embodiment of a differential lock control device as a connection control device according to the present invention is applied.

  As shown in FIG. 1, the four-wheel drive vehicle of this embodiment includes a rear differential device 1 as a differential device as an example of a coupling device between the rear wheels 2 and 3, and the front differential device 4 is a front wheel 5. 6 between. Torque is input to the rear differential device 1 from the engine 7 through the transformer 8, the transfer 9, the propeller shaft 10, the drive pinion shaft 11, and the drive pinion gear 12 in this order, and the rear differential device Torque is transmitted from 1 to the left and right rear wheels 2 and 3 via the left and right axle shafts 13 and 14.

  Torque is input to the front differential device 4 from the engine 7 through the transmission 8 through the transmission 8, the transfer 9, and the propeller shaft 15, and the front wheels are transmitted from the front differential device 4 through the left and right axle shafts 16 and 17. Torque is transmitted to 5 and 6.

  The rear differential device 1 is locked or unlocked (in a broad sense, connected and disconnected) by electrical control. The rear differential device 1 includes a differential case 21 that is one of a pair of relative rotating members, and a drive pinion gear 12 is engaged with a ring gear 22 of the differential case 21.

  In the differential case 21, left and right side gears 23 and 24 are rotatably supported. The side gears 23 and 24 are engaged with a pinion gear 25. The pinion gear 25 is connected to a pinion shaft 26. Is supported by the differential case 21 in a freely rotating manner. The left and right side gears 23, 24 are connected to the axle shafts 13, 14. The left and right side gears 23 and 24 and the pinion gear 25 supported by the pinion shaft 26 constitute a differential mechanism of the rear differential device 1.

  On the back side of the side gear 24 which is the other of the pair of relative rotating members, a plunger 27 is disposed so as to be movable in the axial direction of the axle shaft 14, and the dog gear is disposed between the side gear 24 and the opposing surface of the plunger 27. A clutch 28 is provided. Between the side gear 24 and the plunger 27, a return spring (not shown) that elastically biases the plunger 27 in a direction away from the side gear 24 is interposed. The plunger 27 moves in the direction of the side gear 24 by excitation of the solenoid 29, and the plate 30 moves as the plunger 27 moves.

  The solenoid 29 constitutes an actuator for setting the locked state or the unlocked state. The actuator is only required to place the differential device in a locked state or unlocked state by electrical control, and an electromagnet, a hydraulic piston / cylinder device, or the like can be used instead of the solenoid 29.

  A differential lock position switch 45 serving as a connection detection unit and a lock detection unit detects that the differential device is in a locked state. Locking and unlocking of the differential mechanism of the differential device 1 are detected.

  Energization of the solenoid 29 is controlled by a differential lock control unit 40 as a control unit.

  FIG. 2 is a block diagram of the differential lock control device.

  The differential lock control unit 40 as the connection control unit in FIGS. 1 and 2 is composed of, for example, a microcomputer, and includes a CPU, a ROM, a RAM, etc., and a solenoid 29 based on various signals and information. Energize control.

  On the input port of the diff lock control unit 40, an ON / OFF signal of the diff lock position switch 45 and an ON / OFF signal serving as a lock command signal of the diff lock mode switch 42 that is arbitrarily operated by the driver are provided. The T / F mode signal from the 2-4 change-over switch 43 that detects the two-wheel / four-wheel switching state of the transfer 9, the shift position signal from the shift position sensor 44 that detects the gear position of the transmission 8, each wheel Wheel speed information about the rear wheels 2 and 3 from the ABS control unit 35 to which the wheel speed information from the wheel speed sensors 31 to 34 provided in 2, 3, 5 and 6 is input, from the engine control unit 36 Throttle position information, engine speed information, engine torque information, brake sensor 6, a brake ON / OFF signal from the parking brake sensor 47, a parking brake ON / OFF signal from the parking brake sensor 47, a yaw rate signal from the yaw rate sensor 48, and a steering signal from the steering angle sensor 49 are input. .

  A solenoid 29, an indicator 51, and the like are connected to the output port of the differential lock control unit 40. The indicator 51 displays the locked state, unlocked state, etc. of the rear differential device 1 by the output from the differential lock control unit 40.

  In the differential lock control unit 40, the energization of the solenoid 29 is controlled based on the input of various signals.

  That is, when the differential lock mode switch 42 as the connection switch is turned on and the lock command signal of the differential mechanism of the differential device 1 is input, the connection detection unit as the connection detection unit is based on each input signal and input information. The energization of the solenoid 29 is controlled based on the detection information of the differential lock position switch 45 and the torque transmission information to the rear differential device 1.

  By this energization control, when a drive current is energized to the solenoid 29 by a lock command signal to the rear differential device 1, the differential lock position switch 45 detects the lock state by the ON signal and the differential lock control unit 40 Is determined to be a torque acting state, control is performed to switch from energization of the drive current to energization of a smaller holding current.

  Therefore, the diff lock control unit 40 constitutes a torque discriminating unit that discriminates the torque action on the rear differential device 1 and a control unit that performs energization control.

  Further, the diff lock control unit 40 constitutes a travel intention determination unit that determines whether or not the vehicle driver is willing to travel, and includes wheel speed information, shift position signal, throttle position information, engine speed information, Whether or not the vehicle intends to travel is determined based on any one or combination of engine torque information, brake signal, parking brake signal, yaw rate signal, and steering signal.

  Based on the determination of whether or not the vehicle is traveling, the diff lock control unit 40 detects that the lock state is not detected because the diff lock position switch 45 receives an OFF signal when the drive current is applied, and the diff lock control unit 40 When the unit 40 determines that there is no travel intention, the drive current is temporarily reduced or zeroed until it is determined that there is a travel intention.

As engine torque information, for example, information such as fuel injection amount, throttle opening, intake air amount, etc. can be used. In addition, the wheel speed information of the rear wheels 2 and 3 and the wheel speed information of the front wheels 5 and 6 are directly output from the detection outputs of the wheel speed sensors 31 and 32 and the wheel speed sensors 33 and 34 without going through the ABS control unit 35. -You may make it input into the lock control unit 40. FIG.
[Control timing]
FIG. 3 is a time chart of differential lock control as connection control of the connection control device.

  When the differential lock mode switch 42 (FIG. 2) is turned ON, an ON signal is input as a lock command signal as shown in the upper part of FIG. Further, when the differential lock operating condition is satisfied, the drive current is turned on as in the middle stage, and the energization control of the solenoid 29 (FIG. 2) is performed.

  In this way, when the drive current is supplied to the solenoid 29, the differential lock position switch 45 detects the locked state by the ON signal as shown in the lower part of FIG. 3, and the differential lock control unit 40 determines that the torque is applied. Then, after a predetermined time, the driving current is switched to the smaller holding current.

  Further, based on the determination of whether the diff lock control unit 40 is traveling or not, the diff lock control unit 40 detects that the diff lock position switch 45 is turned off as shown in the lower part of FIG. When the lock state is not detected and the differential lock control unit 40 determines that there is no travel intention, the drive current is temporarily reduced until the travel intention is determined as shown in FIG. Zero.

  By reducing or eliminating the drive current, wasteful power consumption can be suppressed.

The reduction in energization of the drive current only needs to be lower than the drive current, and can be either lower than the holding current or higher.
[Differential lock control]
FIG. 4 is a flowchart of differential lock control.

  The flow chart of FIG. 4 is started by engine start or the like.

  In step S1 (hereinafter abbreviated as “S1”, also abbreviated in the following steps as well), a determination process of “whether the diff lock operating condition is satisfied?” Is performed, and the diff lock operating condition is satisfied. It is determined whether or not. When the differential lock mode switch 42 is turned on and a lock command signal is input and the vehicle is not traveling (for example, the vehicle speed is 7 km / h or less), it is determined that the operating condition is satisfied (YES), and S2 Migrate to When it is determined that the operating condition is not satisfied (NO), the process proceeds to S11. S11 will be described later.

  In S2, a process of determining whether or not the differential lock is ON is performed, and it is determined whether or not the differential lock position switch 45 is ON. If it is ON (YSE), the process proceeds to S4, and if it is OFF. (NO), the process proceeds to S12. S12 will be described later.

  The determination process of “Differential lock ON?” Is performed by detecting the actual position of the movable member related to the diff lock, or the input shaft having the diff lock mechanism and the two output shafts. Either of the two, the differential rotation state between the two (for example, the differential rotation between the left and right axles is equal) is monitored and judged, or other detection signals, information are used, or are estimated and judged by combining Is also included.

  In S4, it is determined whether or not the solenoid 29 is in the holding current control after the completion of locking, which will be described later, based on the determination process of “whether holding current control is in progress”. If the holding current control is not being performed (NO), the process proceeds to S5, and if the holding current control is being performed (YES), the process proceeds to S10. S10 will be described later.

  In S5, it is determined whether or not the engine torque is larger than the set value based on the engine torque information from the engine control unit 36 by the determination process of “engine torque> set value?”. If the engine torque is greater than the set value and the determination is YES, the process proceeds to S6, and if the engine torque is less than the set value (NO), the process proceeds to S3.

  In S3, energization of the solenoid 29 is started by “solenoid drive current control”. As a result, the plunger 27 starts moving against the elastic biasing force of the return spring. When the plunger 27 moves to a position where the dog clutch 28 is engaged, the differential lock position switch 45 is turned ON, and the determination of S2 performed again becomes YES, and the process proceeds to S4.

  In S6, it is determined whether or not the gear position of the transmission 8 is a travel stage by the determination process of “Is the shift position a travel stage?”. If it is a travel stage (YES), the process proceeds to S7, and the travel stage is performed. Otherwise (NO), the process proceeds to S3.

  In S7, it is determined whether or not a preset set time (for example, about 2 seconds) has elapsed since the determination in S6 is YES by a determination process of “whether the set time has elapsed?”. When the set time has elapsed (YES), it is determined that the differential mechanism of the rear differential device 1 is locked by energizing the drive current to the solenoid 29 (YES), and the process proceeds to S8. If the set time has not elapsed (NO), the process proceeds to S3.

  In S8, by the process of “solenoid holding current control”, the energization to the solenoid 29 is switched from the driving current to the holding current shown in FIG. 3 smaller than the driving current, and the process shifts to the holding current control to suppress the power consumption.

  After that, if the differential lock mode switch 42 is turned off by the driver, the subsequent determination in S1 is NO and the process proceeds to S11, and the solenoid 29 is turned off to stop energization.

  During the holding current control, the determination in S4 is YES, and the process proceeds to S10.

  In S10, based on the wheel speed information of the rear wheels 2 and 3 by the wheel speed sensors 31 and 32 input from the ABS control unit 35, it is determined whether or not there is a rotational difference between the rear wheels 2 and 3. If there is no rotation difference (NO), the differential mechanism of the rear differential device 1 determines that the locked state is normally maintained, and continues the holding current control as it is.

  If it is determined in S10 that there is a rotational difference (YES), it is determined that slippage has occurred in the dog clutch 28, and the process proceeds to S3, and the energizing current of the solenoid 29 is maintained to fully engage the dog clutch 28. Switch from current to drive current.

  Thereby, even if a slip occurs, it can be returned to the locked state again. In this case, after the drive current is switched, when the rotation difference between the left and right rear wheels 2 and 3 disappears, or when there is no rotation difference after the rotation difference disappears, the process shifts to holding current control.

  In S10, a predetermined value can be set, and it can be determined that a slip has occurred when the wheel rotation difference becomes equal to or greater than the predetermined value.

  In S12, where it is determined that the diff lock position switch 45 is not ON, the wheel speed information, shift position signal, throttle position information, engine speed information, engine Whether or not the vehicle intends to travel is determined based on any one or a combination of torque information, a brake signal, a parking brake signal, a yaw rate signal, and a steering signal.

  If it is determined in S12 that there is an intention to travel (YES), the process proceeds to S3, and the process is repeated through energization of the drive current to the solenoid 29 in S3 to switch from the drive current to the holding current. Is done.

  When it is determined in S12 that there is no intention to travel (NO), the process proceeds to S13.

  In S13, it is determined whether or not a preset set time (for example, about 2 seconds) has elapsed since it has been determined in S12 that there is no intention to travel, based on the determination process “whether the set time has passed?”. If the set time has elapsed (YES), it is determined that there is no intention to travel, and the process proceeds to S14. If the set time has not elapsed (NO), the process proceeds to S3 because there is a possibility of traveling.

  In S14, the drive current is temporarily reduced or zero until it is determined that there is an intention to travel as shown in the first half of FIG.

  According to such a configuration, it is possible to suppress a situation in which the drive current continues to be energized even when the drive intention is not observed before switching from the drive current to the holding current, and it is possible to suppress wasteful consumption of power.

  FIG. 5 is a flow chart of differential lock control according to the second embodiment. Note that the basic steps are the same as those in FIG. 4 of the first embodiment, and the same steps are denoted by the same reference numerals, and redundant description is omitted.

  The determination of S12 in FIG. 4 is made more detailed, and in this embodiment, S12A, S12B, and S12C are set as shown in FIG. Accordingly, S13 in FIG. 4 is also changed to S13A and S13B in FIG.

  In S12A, if it is in the P range (YES) by the determination process of “shift position = P range?”, It is determined that there is no intention to travel, and the “low current control” process in S14 is performed immediately.

  In S12B, which is determined to be not in the P range in S12A (NO) and shifts, if it is determined that the throttle position is not equal to or greater than a certain value by the determination process of “throttle position ≧ constant value?” (NO), there is no intention to travel. Then, the process proceeds to S13A. In S13A, the same processing as S13 of FIG. 4 is performed.

  In S12C, which is determined to be greater than or equal to a certain value in S12B (YES) and shifts, if it is determined that the vehicle speed is not equal to or greater than a certain value or not (NO), it is determined that there is no intention to travel. To S13B. If it is determined in S12C that the value is equal to or greater than a certain value (YES), the process proceeds to S3 with the intention to travel and the control is performed. In S13B, the same processing as S13 of FIG. 4 is performed.

  Therefore, in this embodiment, it is possible to check whether or not the vehicle intends to travel in consideration of the shift position, the throttle opening, and the vehicle speed, and it is possible to surely perform control that temporarily reduces or zeros the drive current. Can do.

  FIG. 6 is a flow chart of differential lock control according to the third embodiment. Note that the basic steps are the same as those in FIG. 4 of the first embodiment, and the same steps are denoted by the same reference numerals, and redundant description is omitted.

  The differential lock control flow chart of this embodiment is such that the determination of S12 in FIG. 4 is provided between S1 and S2.

  In S1, it is determined that the diff / lock operation condition is satisfied, and the process proceeds to S12. In S12, it is determined that there is an intention to travel (YES). In S2, when the diff / lock position switch 45 is OFF (NO), the process proceeds to S3. Then, energization of the drive current to the solenoid 29 is started.

  Others are the same as FIG. 4 of Example 1. FIG.

  Accordingly, when there is an intention to travel, the determination of S2 is always performed, and therefore energization of the drive current to the solenoid 29 at S3 is started only when there is an intention to travel and the differential lock position switch 45 is OFF. Therefore, more accurate control can be performed.

  In each of the above-described embodiments, the lock command signal is not limited to the ON signal of the differential lock mode switch 42, and the differential lock is automatically performed based on the differential rotation of the left and right rear wheels. Then, the signal can also be used.

  The present invention can also be applied to a front differential device and a center differential device as another example of the mechanism. Further, a coupling using an actuator such as an electromagnetic multi-plate clutch disposed between the input shaft and the output shaft, a brake that causes the rotating shaft to be intermittently rotated between a non-rotating state and a rotating state by the actuator, and an actuator The driving force can be interrupted from the driving path to one main driving wheel of the front and rear wheels to the driving path to the other auxiliary driving wheel of the front and rear wheels by a free running differential that can interrupt the driving force by an actuator or an actuator using an electromagnet Thus, the present invention can be equally applied to a transfer for branch driving.

  Here, an example of a mechanism that can be applied equally will be described.

  FIG. 7 is a schematic configuration diagram of an automobile to which the connection control device is applied. In FIG. 7, the same or corresponding components as those in FIG.

  In FIG. 7, as a mechanism example of the connection control device, the brake mechanism 101 using the planetary mechanism of the transmission 8A, the distribution intermittent mechanism 103 of the transfer 9B, the intermittent mechanism 105 of the propeller shaft 10, and the free of the rear differential device 1 are shown. A running mechanism 107 is shown.

  All these mechanisms may be provided and applied, or arbitrarily selected and applied.

[Brake mechanism]
The brake mechanism 101 using a planetary mechanism is provided between the first shaft 109 and the second shaft 111 of the transmission 8A, for example, and has a transmission transmission mechanism. A plunger 27A is disposed on the outer peripheral side of the internal gear 113 of the brake mechanism 101 using a planetary mechanism so as to be movable in the axial direction, and a dog clutch 28A is provided between the mission case 8Aa and the plunger 27A. Yes.

  In this example, the mission case 8Aa which is a stationary member and the internal gear 113 which is a rotating member constitute a pair of relative rotating members. The internal gear 113 is intermittently connected to the mission case 8Aa on the fixed side.

Between the mission case 8Aa and the plunger 27A, a return spring (not shown) that elastically biases the plunger 27A in a direction away from the mission case 8Aa is interposed in a structure that allows relative rotation. The plunger 27A moves in the direction of the mission case 8Aa by excitation of the solenoid 29A, and the dog clutch 28A meshes with the movement of the plunger 27A.

  Therefore, the solenoid 29A can be energized similarly to the control of FIGS. 4 to 6, and the same effect can be obtained. When applying the control of FIGS. 4 to 6, the differential lock as the rotating member is read as the lock of the internal gear 113.

[Distribution interrupt mechanism]
The distribution interrupt mechanism 103 is provided in the transfer 9B, for example. The transfer 9B distributes the output from the differential case 115 of the front differential device 4 to the rear wheels 2 and 3 side.

  The distribution interrupt mechanism 103 is provided between a connecting hollow shaft 117 coupled to the differential case 115 and an outer hollow shaft 121 having a ring gear 119 for the rear wheel side transmission system.

  A plunger 27B is disposed on the outer periphery of the end of the outer hollow shaft 121 so as to be movable in the axial direction, and a dog clutch 28B is provided on the end flange 117a of the connecting hollow shaft 117 and the opposing surface of the plunger 27B.

  In this example, the connecting hollow shaft 117 and the outer hollow shaft 121 constitute a pair of relative rotating members. The coupling of the outer hollow shaft 121 to the connecting hollow shaft 117 is interrupted.

Between the transfer case 9Ba and the plunger 27B, a return spring (not shown) that elastically biases the plunger 27B in a direction away from the end flange 117a is interposed in a structure that allows relative rotation. The plunger 27B moves in the direction of the end flange 117a by excitation of the solenoid 29B, and the dog clutch 28B meshes with the movement of the plunger 27B.

  Therefore, the solenoid 29B is energized and controlled similarly to the control of FIGS. When applying the control of FIGS. 4 to 6, the differential lock is read as the connection of the connecting hollow shaft 117 and the outer hollow shaft 121.

[Intermittent mechanism]
The intermittence mechanism 105 interrupts the driving force from the propeller shaft 10 to the rear differential device 1, and is interposed, for example, in the drive pinion shaft 11C. Gears 123 and 125 are provided between the first portion 11Ca and the second portion 11Cb of the drive pinion shaft 11C, and a sleeve 127 having an internal gear meshes with the gear 123.

  In this example, the first portion 11Ca and the second portion 11Cb of the drive pinion shaft 11C constitute a pair of relative rotating members, the sleeve 127 corresponds to the plunger, and the gears 123 and 125 and the sleeve 127 are internally connected. A gear corresponds to the dog clutch. The sleeve 127 moves in the axial direction from the meshing of only the gear 123 and shifts to the meshing of the gears 123 and 125, thereby coupling the first part 11Ca and the second part 11Cb of the drive pinion shaft 11C to each other. Allows power transmission to the side.

  Between the carrier 129 and the sleeve 127, a return spring (not shown) that elastically biases the sleeve 127 in a direction away from the engagement of the gear 125 is interposed in a structure that allows relative rotation. The sleeve 127 moves toward the gear 125 by excitation of the solenoid 29 </ b> C, and shifts to meshing of the gears 123 and 125.

  Therefore, the solenoid 29C can be energized in the same manner as the control in FIGS. In applying the control of FIGS. 4 to 6, the differential lock is read as a combination of the first portion 11Ca and the second portion 11Cb of the drive pinion shaft 11C.

[Free running mechanism]
The free running mechanism 107 is provided between the differential case 21 of the rear differential device 1 and the support member 26a of the pinion shaft 26, for example, and intermittently couples the differential case 21 and the differential mechanism.

  A plunger 27D is disposed on the differential case 21 side so as to be movable in the axial direction, and a dog clutch 28D is provided between the support member 26a and the opposing surface of the plunger 27D.

  In this example, the differential case 21 and the support member 26a constitute a pair of relative rotation members, and the connection between the differential case 21 and the support member 26a is interrupted.

  Between the differential case 21 and the plunger 27D, a return spring (not shown) that elastically biases the plunger 27D in a direction away from the support member 26a is interposed. The plunger 27D moves in the direction of the support member 26a by the excitation of the solenoid 29D, and the dog clutch 28D is engaged.

  Therefore, the solenoid 29D can be energized similarly to the control of FIGS. In applying the control of FIGS. 4 to 6, the differential lock is read as the coupling of the plunger 27D and the support member 26a.

  Furthermore, the technical concept of the broad invention includes the following configuration.

  A connection control device for connecting or disconnecting a pair of relative rotating members used in a drive path of a vehicle by electrical control, wherein the actuator for connecting or disconnecting is connected to the pair of relative rotation members. A connection detection unit that detects that the members are in a connected state, a torque determination unit that determines a torque action between the pair of relative rotation members, and a travel intention determination that determines whether or not the driver of the vehicle travels And when the drive current is supplied to the actuator by a connection command signal between the pair of relative rotating members and the connection detection unit detects the connection state and the torque determination unit determines the torque action state, the drive current A control unit that switches from energization of a smaller holding current to the control unit, wherein the control unit is connected by the connection detection unit when the drive current is energized. There connection control device, characterized in that once reduced or zero current of the driving current to said driving intention determination section with not detected to the determination of the traveling intention there discrimination without running intention.

  In this connection control device, the connection detection unit corresponds to the lock detection unit of each of the above embodiments.

  Further, in the connection control device, the travel intention determination unit includes a wheel speed information, a shift position signal, a throttle position information, an engine speed information, an engine torque information, a brake signal, a parking brake signal, a yaw rate. The connection control apparatus which discriminate | determines the said travel intention presence or absence by any one or combination of a signal and a steering signal may be sufficient. Here, the connection control device that connects or disconnects a pair of relative rotation members by electrical control is a clutch device that controls the intermittent connection between a pair of rotatable relative rotation members, or a stationary system. Any of the brake devices that intermittently control one rotating member with respect to (also referred to as a fixed system) may be used.

  In the case where the differential device is a center differential and the differential lock is automatically performed based on the differential rotation between the front and rear wheel axles, the signal can also be used.

  The present invention can be applied to a differential device for a two-wheel drive vehicle that drives only either front wheels or rear wheels.

1 Rear differential device (differential device)
29 Solenoid (actuator)
31-34 Wheel speed sensor 35 ABS control unit (wheel speed information)
36 Engine control unit (throttle position information, engine speed information, engine torque information)
40 Differential lock control unit (torque discriminator, travel intention discriminator, controller)
42 Differential lock mode switch (lock command signal)
43 2-4 changeover switch (T / F mode signal)
44 Shift position sensor (shift position signal)
45 Differential lock position switch (Differential lock ON / OFF signal)
46 Brake sensor (Brake ON / OFF signal)
47 Parking brake sensor (parking brake ON / OFF signal)
48 Yaw rate sensor (yaw rate signal)
49 Steering angle sensor (steering signal)

Claims (2)

A differential / lock control device that locks or unlocks a vehicle differential device by electrical control,
A dog clutch that is in the locked state or unlocked state;
An actuator for operating the dog clutch to enter the locked state or unlocked state;
A lock detection unit that detects that the differential device is locked by the operation of the dog clutch ; and
A torque discriminating unit for discriminating a torque action on the differential device;
A travel intention determination unit that determines whether or not the driver of the vehicle travels,
When the drive current is supplied to the actuator in response to a lock command signal to the differential device, the lock detection unit detects the locked state and the torque determination unit determines the torque action state, so that the drive current is kept smaller from being supplied. And a control unit that switches to energization of current,
When the drive current is supplied, the control unit does not detect the locked state by the lock detection unit, and when the travel intention determination unit determines that there is no travel intention, the control unit supplies the drive current until it determines that there is a travel intention. Once reduced or zeroed,
Diff lock control device The differential lock control device according to claim 1,
The travel intention determination unit is any one of wheel speed information, shift position signal, throttle position information, engine speed information, engine torque information, brake signal, parking brake signal, yaw rate signal, steering signal, or The presence or absence of the travel intention is determined by a combination,
A differential lock control device characterized by that.

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