JPH0316290B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a differential control device for a vehicle that controls the differential resistance force of a differential limiting mechanism in accordance with the acceleration state of the vehicle.

(Prior art) As a differential mechanism equipped with a conventional differential limiting mechanism, for example, "Nitsun Service Bulletin" (1982)
(October, published by Nissan Motor Co., Ltd., pages 69-71).

This conventional differential mechanism ensures smooth maneuverability by allowing differential movement when the vehicle turns and absorbs the difference in rotation between the left and right drive wheels. This is provided to generate an effective differential resistance force and limit the differential operation, thereby making it easier for the wheel to escape when, for example, one wheel gets stuck in mud or the like with low ground resistance and spins idly.
In the differential limiting mechanism, a differential resistance force proportional to the input torque from the engine is applied by the cam action of the pressure ring and the pinion mate shaft, while when the input torque is small, the disc spring applies a differential resistance force proportional to the torque input from the engine. The structure is such that a differential resistance force equal to the preload torque is applied.

(Problems to be Solved by the Invention) However, in the conventional differential limiting mechanism, the transfer ratio characteristics to the left and right drive wheels are based on the preload torque preset by the disc spring.
Because the structure was uniquely determined by the combination of the torque proportional component that is proportional to the input torque due to the cam action, when the vehicle accelerates (including when starting)
Another problem was that a larger drive torque could not be transmitted to the left and right drive wheels, making it impossible to further improve acceleration performance. Therefore, for example, if the transfer ratio is set high in advance in order to improve acceleration performance, the tendency to understeer will be strengthened during high-speed turns, and tight corner braking and tire stick slip phenomena will be more likely to occur during low-speed turns. Driving performance deteriorates and danger increases. On the other hand, if the transfer ratio is set low in advance, problems such as getting out of mud or power sliding may become difficult, and the tires may fluctuate as the load applied to the drive wheels increases or decreases. It is not possible to transmit the transfer ratio that corresponds to the slip limit. Furthermore, in the past, there was a delay between the acceleration operation and the transmission of engine torque, making it difficult to further improve the acceleration operation performance.

(Object of the Invention) Therefore, the present invention detects the acceleration state of the vehicle by the acceleration state detection means, and uses the acceleration state detection signal to apply a differential resistance force to the differential limiting mechanism by the control means. The purpose of the present invention is to solve the above-mentioned problems through control.

(Means for solving problems) The differential control device of the present invention has a first
As shown in the figure, there is a differential mechanism 1 that distributes and transmits engine power input from an input section to left and right drive wheels via two output sections 10 that are allowed to have a differential, and the input section and a differential limiting mechanism 12 that generates a differential resistance force between the output section and the output section to limit the amount of differential between the two output sections 10; an acceleration state detection means 40 that detects the acceleration state of the vehicle; The control means 48 outputs a control signal based on the detection signal from the detection means 40, and the hydraulic drive means 18 applies a differential resistance force to the differential limiting mechanism 12 according to the control signal of the control means 48. The differential resistance force corresponding to the state is controlled to be applied to the differential limiting mechanism 12.

(Example) Examples of the present invention will be described below based on the drawings.

First, a first example will be described.

As shown in FIGS. 2 to 5b, the vehicle differential control device of this embodiment is a differential control device that distributes and transmits power input from the engine to left and right drive wheels for which a differential is allowed. The mechanism 1, the differential limiting mechanism 12 that limits the differential amount between the left and right drive wheels, the acceleration state detection means 40 that detects the acceleration of the vehicle and outputs an analog detection signal, and the It is composed of a control circuit (control means) 48 that outputs a control signal corresponding to a detection signal, and a hydraulic drive means 18 that controls the differential resistance force of the differential limiting mechanism 12 based on the control signal of the control circuit 48. There is.

As shown in FIG. 2, the differential mechanism 1 has an input shaft (input section) 2 connected to an output shaft of an engine via a transmission and a propeller shaft. A drive pinion 3 is also provided at the end of the input shaft 2.
The differential case 4 is fitted with a driven gear 5 fixed to the outer periphery of the differential case 4 so as to mesh with the drive pinion 3, and the differential case 4 rotates as the input shaft 2 rotates.
A pinion mate shaft 6 is disposed within the differential case 4 in a direction perpendicular to the axis around which the differential case 4 rotates.
A pair of pinion mate gears 7 (one not shown) is rotatably supported at both ends of the pinion mate shaft 6. In addition, inside the differential case 4, a pair of side gears 8 mesh with both pinion mate gears 7 and coaxially face each other. Left and right drive shafts (output part) 10 so as to be integrally rotatable.

Further, the differential limiting mechanism 12 includes a pressure ring 13 that covers the pinion mate gear 7 and the side gear 8 within the differential case 4. This pressure ring 13 is divided into left and right parts, and a V-shaped groove is provided at each opposing end.
Both ends of a pinion mate shaft 6 having a substantially square cross section are supported in this groove. Further, a protrusion formed on the outer circumference of the pressure ring 13 in the axial direction (left and right direction in the figure) is slidably fitted into a groove formed inside the differential case 4, and the pressure ring 13 and The differential case 4 can slide relative to the differential case 4 in the axial direction. Further, inside the differential case 4, there are provided two sets of left and right clutch mechanisms 14, which are made up of multiple plates and connect the differential case 4 and the shaft portions 8a of the left and right side gears 8.

Each clutch mechanism 14 consists of friction disks 15 and friction plates 16 that are alternately arranged in the left-right direction (in the axial direction of the drive shaft 10) between the pressure ring 13 and the differential case 4. It is configured. A protrusion on the inner circumference of the friction disk 15 is slidably fitted into a groove on the outer circumference of the shaft portion 8a of the side gear 8, so that the friction disk 15 can rotate integrally with the side gear 8. On the other hand, the friction plate 16 has a structure in which a protrusion on its outer periphery is slidably fitted into a groove on the inner periphery of the differential case 4, and can rotate integrally with the differential case 4. be.

As shown in FIG. 2, the hydraulic drive means 18 includes a hydraulic actuator 19 that applies a pressing force to the clutch mechanism 14;
The actuator 19 is connected to each of the left and right clutch mechanisms 14, respectively.

The hydraulic actuator 19 includes a reaction plate 20, a thrust bearing 21, and a spacer 2.
2, a push rod 23 and a piston 24. The reaction plate 20 is formed into an annular disc and is disposed outside both ends of the differential case 4, and has a plurality of protrusions 20a protruding toward the differential case 4. It loosely passes through each hole provided in the seal case 4 and comes into contact with the friction plate 16. Each reaction plate 20 is supported by a spacer 22 via a thrust bearing 21 on its outer surface. Each of these spacers 22 is formed in an annular shape, and is inserted into an annular groove 25 provided in the housing 9.
It is housed so that it can slide in the axial direction. Further, the housing 9 is formed with a plurality of insertion holes 26 in the circumferential direction of the drive shaft 10, one end of which opens in the annular groove 25 on one side shown on the left side in FIG. An annular groove 27 is formed which is open at one side. An annular piston 24 provided with a seal ring is inserted into the annular groove 27, and a push rod 23 connecting the piston 24 and the spacer 22 is loosely inserted into the insertion hole 26. Further, the housing 9 is provided with a hydraulic port 28 through which hydraulic pressure for driving the piston 24 is introduced. Therefore, when hydraulic pressure is supplied to the hydraulic port 28 of the hydraulic actuator 19, the piston 24 moves within the annular groove 27, and the push rod 2
3. A pressing force is applied to the friction plate 16 of the clutch mechanism on the left side of the figure through the spacer 22, thrust bearing 21, and reaction plate 20. In addition, in the other clutch mechanism 14 shown on the right side of the figure, a pressing force is applied to the spacer 22, the thrust bearing 21, and the reaction plate 20 due to the reaction force of the housing 9 accompanying the movement of the push rod 23 driven by the piston 24. Granted.

On the other hand, the hydraulic circuit 29, as shown in FIG.
A hydraulic pump 31 driven by a motor 30 is connected from a reservoir tank 32 to the hydraulic port 28 of the hydraulic actuator 19 through a check valve 33 and a throttle valve 34, and the output side of the check valve 33 is connected to the reservoir through a relief valve 35. It is connected to the tank 32 and also to the reservoir tank 32 via a solenoid valve 36, and a pressure switch 37 is disposed on the output side of the check valve 33. The motor 30 and the solenoid coil of the solenoid valve 36 are connected to a control circuit (control means) 48, which will be described later, and a control signal from the control circuit 48 causes the motor 30 to be
And the solenoid valve 36 is controlled to be energized.
As the motor 30 is driven, the hydraulic pump 31 operates, and pressure oil is supplied from the reservoir tank 32 to the hydraulic port 28 via the check valve 33 and the throttle valve 34. When a control signal from the control circuit 48 is input to the solenoid coil, the solenoid valve 36 closes the flow path that communicates the hydraulic port 28 and the reservoir tank 32 to maintain the hydraulic pressure of the hydraulic port 28 at a high pressure. When a control signal is not input to the solenoid coil, the flow path is made conductive and the oil pressure in the hydraulic port 28 is reduced. The pressure switch 37 sends a signal to the control circuit 48 when the hydraulic pressure supplied to the hydraulic port 28 is less than the set value.
It is energized by the control circuit 48 to drive the motor 30. Further, the relief valve 35 is configured to operate when the hydraulic pressure supplied to the hydraulic port 28 significantly rises above a set value to maintain an appropriate set hydraulic pressure.

In this embodiment, the acceleration state detection means 40 uses the amount of depression of the accelerator pedal as an acceleration state signal, and uses, for example, an accelerator pedal depression amount sensor 41 consisting of a potentiometer or the like whose resistance changes in accordance with the depression stroke of the accelerator pedal. It is configured. The accelerator pedal depression amount sensor 41 outputs an analog electrical signal (detection signal) corresponding to the amount of depression of the accelerator pedal by the driver to the control circuit 48 .

As shown in FIG. 4, the control circuit (control means) 48 converts the analog electrical signal from the accelerator pedal depression amount sensor 41 into a pulse signal by pulse width modulation, and based on this pulse signal, the hydraulic drive means 18 It is configured to perform duty control, and is configured by, for example, a microcomputer. That is, the control circuit 48 includes a comparison signal generation circuit 49 that outputs a comparison signal Ei corresponding to an analog electrical signal (detection signal) inputted from the accelerator pedal depression amount sensor 41, and a sawtooth wave signal.
A sawtooth wave signal generation circuit 50 outputs Et, and a comparison circuit 51 compares this sawtooth wave signal Et with the comparison signal Ei and outputs a pulse signal (control signal) P to the solenoid valve 36 of the hydraulic circuit 29. It is composed of. Further, the comparison signal generation circuit 49 includes a reference signal generation circuit 52 that outputs a reference signal for applying a differential resistance force for preload torque.
and an addition calculation circuit 53 that adds an analog electrical signal from the accelerator pedal depression amount sensor 41 to this reference signal and outputs the result as a comparison signal Ei. In the comparison circuit 51, when the comparison signal Ei as shown in FIG. 5a and the sawtooth wave signal Et are input, the comparison signal Ei is changed by the sawtooth wave signal Et as shown in FIG. 5b. pulse signal P
is converted to This pulse signal P is converted into a duty ratio corresponding to the magnitude of acceleration since the analog electric signal (detection signal) changes in accordance with the amount of depression of the accelerator pedal. Then, based on this pulse signal P, the solenoid valve 36 of the hydraulic circuit 29 performs an on/off operation, and accordingly, the hydraulic actuator 19 is duty-controlled.
As a result, a differential resistance force corresponding to the magnitude of acceleration is applied to the differential limiting mechanism 12. Further, in a state in which the accelerator pedal is not depressed, a differential resistance force corresponding to the preload torque is applied to the differential limiting mechanism 12 by a pulse signal P obtained by converting only the reference signal.

Next, the effect will be explained.

When the accelerator pedal is depressed to accelerate or start while the vehicle is running, a detection signal that changes in accordance with the amount of depression of the accelerator pedal is input from the accelerator pedal depression amount sensor 41 to the addition calculation circuit 53 of the control circuit 48. be done. This detection signal is added to the reference signal in the addition calculation circuit 53 and output to the comparison circuit 51 as a comparison signal Ei. In the comparison circuit 51, the comparison signal Ei is converted into a pulse signal P by the sawtooth wave signal Et from the sawtooth wave signal generation circuit 50, and this pulse signal P is input to the solenoid coil of the solenoid valve 36, and the hydraulic pressure is A solenoid valve 36 opens and closes a flow path that communicates between the hydraulic port 28 of the actuator 19 and the reservoir tank 32 . As the solenoid valve 36 operates, the hydraulic actuator 1
The hydraulic pressure of the hydraulic port 28 of No. 9 is controlled to a hydraulic pressure according to the amount of depression of the accelerator pedal. The piston 24 of the hydraulic actuator 19 operates in accordance with the hydraulic pressure of the hydraulic port 28, and the clutch mechanism 14 is activated via the push rod 23, spacer 22, thrust bearing 21, and reaction plate 20.
A pressing force is applied to the friction plate 16 of. This pressing force is determined when a detection signal from the accelerator pedal depression amount sensor 41 is not input.
That is, when the accelerator pedal is not depressed, a pulse signal obtained by converting only the reference signal is applied as a differential resistance force corresponding to the preload torque.

In this way, the differential resistance force of the differential limiting mechanism is applied in accordance with the amount of depression of the accelerator pedal, and the differential limiting amount is determined depending on the magnitude of acceleration.
Compared to conventional transmission torque that is transmitted in proportion to input torque, it is possible to transmit a large drive torque to both left and right drive wheels. In other words, the transfer ratio becomes large, and the acceleration performance during acceleration and starting is improved. In addition, since the amount of depression of the accelerator pedal is small during normal turning, the differential resistance force is reduced and differential movement between the left and right drive wheels is allowed, which prevents the problem of increased understeer at high speeds. , it is possible to prevent the occurrence of tight braking phenomena and tire stick slip phenomena at low speeds, and ensure safe driving. Furthermore, since the differential is limited according to the amount of depression of the accelerator pedal, it is possible to escape from mud or power slide by operating the accelerator pedal by the driver.

Other embodiments will be described below. Note that description of the same parts as in the first embodiment will be omitted.

First, a second embodiment will be explained.

In this embodiment, as shown in FIG. 6, the acceleration state detection means 40 is composed of a vehicle speed sensor 42 and a differential calculation circuit (differential calculation unit) 43.
The vehicle speed sensor 42 includes, for example, a coil that detects changes in the magnetic flux of a magnet that rotates together with the speedometer cable, and outputs the vehicle speed as an analog detection signal. Differential calculation circuit 43
is composed of an arithmetic amplifier, etc., and the vehicle speed sensor 4
2 and outputs the differential value as an acceleration signal. The acceleration state signal from the differential calculation circuit 34 is added to the reference signal of the reference signal generation circuit 52 in the addition calculation circuit 53, and is output to the comparison circuit 51 as a comparison signal Ei.

Therefore, since the differential resistance force of the differential limiting mechanism 12 is controlled depending on the magnitude of acceleration, a large drive torque can be transmitted to the drive wheels during acceleration, and the same effect as the previous embodiment can be obtained. Can be done.

Next, a third embodiment will be explained based on FIGS. 7 and 8.

In this embodiment, during acceleration and deceleration, the suspension coil springs of the left and right drive wheels expand and contract due to the gravitational acceleration that acts in the longitudinal direction of the vehicle body. This detection signal is used as an acceleration state signal.

For example, taking the case of an FR car as an example,
In this embodiment, the acceleration state detection means 40 includes a right telescopic displacement sensor 44A and a left telescopic displacement sensor 44B, which are disposed on the left and right suspensions of the rear wheels serving as driving wheels and detect the telescopic displacement of the suspension coil springs. , an averaging calculation circuit 45 that calculates the average value of the displacement signals from both of these telescopic displacement sensors 44A and 44B and outputs it to the comparison circuit 51 as a comparison signal. Each of the expansion/contraction displacement sensors 44A, 44B is composed of, for example, a magnet and a magnetic resistance element that changes magnetic resistance as the magnetic field changes.During acceleration, the suspension coil spring on the rear wheel side shortens, so the coil The structure is such that it outputs a displacement signal whose level increases according to the degree of contraction of the spring, but conversely, since the coil spring expands during deceleration, it outputs a displacement signal whose level decreases according to the degree of expansion of the coil spring. ing.

Therefore, in this embodiment, during acceleration, displacement signals that increase approximately in proportion to the degree of contraction of the coil spring are input from the left and right expansion/contraction displacement sensors 44A, 44B to the averaging calculation circuit 45, and the displacement signals are input to the averaging calculation circuit 45. The average value of both detection signals is calculated, and this average value is input to the comparison circuit 51 as the comparison signal Ei. Therefore, during acceleration, a differential resistance force corresponding to the degree of shortening of the coil spring is applied to the differential limiting mechanism, making it possible to obtain a larger transfer ratio during acceleration than in the past. For example, as shown in FIG. 8, the transfer torque characteristic S during acceleration in this embodiment can be greatly improved compared to the characteristic D of the conventional differential limiting mechanism. .

On the other hand, since the coil spring expands during deceleration, each expansion/contraction displacement sensor 44A, 44B outputs a displacement signal that decreases approximately in inverse proportion to the degree of expansion, and the differential limiting mechanism 12 outputs a displacement signal that decreases in approximately inverse proportion to the degree of expansion. Since differential resistance force is applied to , a large amount of differential movement is allowed. Therefore, as shown in the characteristic diagram of FIG. 8, the transfer torque characteristic L during deceleration in this embodiment approaches the characteristic C of a conventional differential mechanism.

As a result, the transfer ratio can be greatly increased during acceleration, which improves straight-line stability and improves acceleration performance when turning. Furthermore, since the transfer ratio can be significantly reduced during deceleration, it is possible to eliminate the occurrence of tire slip when turning. Also,
In this embodiment, by using the amount of expansion and contraction of the coil spring of the drive wheel as the acceleration state signal, it is possible to obtain a transfer ratio that corresponds to the slip limit that increases or decreases with the load applied to the tire.

Next, a fourth embodiment will be described.

Generally, when a differential resistance force is applied to the differential limiting mechanism by a hydraulic drive means, there is a delay in the transmission of the hydraulic pressure from the hydraulic drive means, and the transfer torque is accordingly delayed. Therefore, in this embodiment, in order to prevent this, the accelerator sensor that detects the amount of depression of the accelerator pedal and the differential value of the detection signal output from this accelerator sensor are calculated by a differential calculator, and based on this, the The structure is such that the driving means is controlled.

In this embodiment, as shown in FIG.
and a differential calculation circuit (differential calculation unit) 54 that performs differential calculation on the detection signal from the accelerator pedal depression amount sensor 41. Then, the differential value from the differential calculation circuit 54 is set to an optimum level by the gain setter 55 in the control circuit 48 to obtain the comparison signal Ei. Note that the differential calculation circuit 54 is constituted by a calculation amplifier and the like.

In such a differential control device, since the comparison signal Ei is determined by the differential value of the amount of depression of the accelerator pedal, the conversion speed of the pulse signal P is increased.
Since the timing of the operation of the hydraulic drive means in response to depression of the accelerator pedal can be advanced, it is possible to prevent a delay in transfer torque to the left and right drive wheels. As a result, the acceleration response is increased, and acceleration performance can be further improved. Note that, as shown in FIG. 10, a signal obtained by adding the differential value to the detection signal of the amount of depression of the accelerator pedal can be used as the comparison signal Ei, and the same effect as described above can be obtained.

Finally, a fifth embodiment will be described.

In this embodiment, by switching the level of the reference signal for applying a differential resistance force equivalent to the preload torque to the differential limiting mechanism in several stages or steplessly,
The system is configured so that the transfer ratio can be selected according to road conditions and driver preference.

For example, the acceleration state detection means 40 is configured with an accelerator pedal depression amount detection means, and the level of the reference signal that determines the minimum value (preload torque) of the differential resistance force is 3.
A differential control device configured to be switchable in stages is
Shown in Figure 1. In this differential control device, reference signal generating circuits 46A and 4 are set to different output levels.
6B and 46C, and each reference signal generation circuit 46
A, 46B, and 46C are selectively connected to the addition calculation circuit 53 of the control circuit 48;
A multiplication calculation circuit 56 that multiplies the reference signal selected by the changeover switch 47 by the detection signal from the accelerator pedal depression amount sensor 41 and outputs a signal as a torque proportional component to the addition calculation circuit 53.
It is equipped with The changeover switch 47 is disposed, for example, near the driver's seat that can be operated by the driver.

Therefore, the pulse signal (detection signal) output from the comparison circuit 51 to the solenoid valve 36 is
By changing the changeover switch 47, the reference level is changed, so that the pressing force corresponding to the preload torque applied to the clutch mechanism of the differential limiting mechanism by the hydraulic actuator 19 can be arbitrarily selected from three levels.

In this case, the characteristics of the change in the drive torque transmitted to the left and right drive shafts due to switching are as shown in FIG. 12, for example. FIG. 12 shows the transmissible range of the drive torque transmitted to the left and right drive shafts 10 in accordance with the three-stage switching, and by switching the level of the reference signal, the characteristics shown in FIG. 12 are a, a', b and
As shown by b', c, and c', the range in which the preload torque can be transmitted can be changed arbitrarily. the result,
By changing the changeover switch by the driver, the transfer ratio can be selected according to the road surface condition, whether it is a rough road or a good road, or according to the driver's preference. For example, on rough roads, if you switch to increase the differential resistance by the amount of preload torque, the differential will be more restricted and sufficient drive torque can be transmitted to the left and right drive wheels, but on good roads, the differential resistance can be increased by the amount of preload torque. By switching the differential resistance to a lower value, the differential is more permissible and problems such as tight corner braking when turning can be resolved. Note that it is not necessary to use as many reference signal generating circuits as the number of switches, and one reference signal generating circuit that can vary the output level is sufficient. Further, the output level of one reference signal generating circuit may be variable steplessly by adjusting the volume or the like. Furthermore, this embodiment is not limited to the first embodiment described above, but also applies to the second embodiment.
This embodiment can be applied to any of the embodiments 1 to 4.

(Effects of the Invention) As described above, according to the present invention, by controlling the differential resistance force of the differential limiting mechanism in accordance with the magnitude of acceleration, a larger drive force is required during acceleration than in the past. Since torque can be transmitted using left-right drive theory, the acceleration performance of the vehicle can be improved. In addition, in the first and second embodiments, since the amount of depression of the accelerator pedal is small during normal turning, the differential is allowed;
While it is possible to properly maintain understeer during high-speed turns, it is also possible to prevent tight braking and tire stay slip phenomena during low-speed turns.
Furthermore, the driver can simultaneously escape from mud and power slide by operating the pedals. In the third embodiment, since a driving torque corresponding to the tire slip limit can be transmitted, cornering acceleration performance and straight-line stability can be improved. Furthermore, in the fourth embodiment, the responsiveness of the acceleration operation can be improved, so that the performance of the acceleration operation can be improved. Furthermore, in the fifth embodiment, since the differential resistance force corresponding to the preload torque can be arbitrarily selected, the road surface condition such as a rough road or a good road, etc.
It becomes possible to obtain a transfer ratio according to the driver's preference.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of the differential control device of the present invention,
FIG. 2 to FIG. 5b relate to the first embodiment of the present invention,
Fig. 2 is a vertical sectional view showing a differential mechanism and a hydraulic actuator equipped with a differential limiting mechanism, Fig. 3 is a schematic configuration diagram showing a hydraulic circuit, and Fig. 4 is a schematic configuration showing an acceleration state detection means and a control circuit. 5a and 5b are waveform diagrams showing a comparison signal, a sawtooth wave signal, and a pulse signal, and FIG. 6 is a schematic configuration diagram showing an acceleration state detection means and a control circuit according to a second embodiment of the present invention. , FIG. 7 and FIG. 8 relate to the third embodiment of the present invention, FIG. 7 is a schematic configuration diagram of an acceleration state detection means and a control circuit, FIG. 8 is a characteristic diagram of transfer torque, and FIG. FIG. 10 relates to a fourth embodiment of the present invention and is a schematic configuration diagram showing an acceleration state detection means and a control circuit, respectively. FIGS. 11 and 12 relate to a fifth embodiment of the present invention, and FIG. FIG. 12 is a schematic configuration diagram showing the state detection means and the control circuit, and a characteristic diagram showing the transmissible range of the drive torque transmitted to the left and right drive shafts at the time of three-stage switching. DESCRIPTION OF SYMBOLS 1...Differential mechanism, 2, 10...Input section and output section, 12...Differential limiting mechanism, 18...Hydraulic drive means, 40...Acceleration state detection means, 41...Accelerator pedal depression amount sensor, 42, 43...Vehicle speed sensor and differential calculator, 44A, 44B...Right and left telescopic displacement sensors, 45...Averaging calculation circuit, 46A, 46B, 46C, 52...Reference signal generation circuit, 47...Switching Switch, 48...
...Control means (control circuit), P...Control signal.

Claims (1)

[Scope of Claims] 1. A differential mechanism that distributes and transmits engine power input from an input section to left and right drive wheels via two output sections that allow differential differential, and the input section and the output section. Acceleration state detection for detecting an acceleration state of a vehicle in a differential control device for a vehicle equipped with a differential limiting mechanism that generates a differential resistance force between the two output parts and limits the amount of differential movement between the two output parts. a control means for outputting a control signal based on a detection signal from the acceleration state detection means; and a hydraulic drive means for applying a differential resistance force to the differential limiting mechanism based on the control signal of the control means. A vehicle differential control device comprising: 2. The differential control device for a vehicle according to claim 1, wherein the acceleration state detection means is configured by means for detecting the amount of depression of an accelerator pedal. 3. The differential control device for a vehicle according to claim 1, wherein the acceleration state detection means is constituted by a vehicle speed sensor that detects vehicle speed and a differential calculator that calculates a differential value of a detection signal from the vehicle speed sensor. . 4. The differential control device for a vehicle according to claim 1, wherein the acceleration state detection means is constituted by an expansion/contraction displacement sensor that detects the amount of expansion/contraction of a coil spring of a suspension of a drive wheel. 5. Claim 1, wherein the acceleration state detection means is constituted by an accelerator sensor that detects the amount of depression of the accelerator pedal, and a differential calculator that calculates a differential value of a detection signal from the accelerator sensor.
A differential control device for a vehicle as described in Section 1. 6. The control means includes a reference level setting means for setting a reference signal level that determines the minimum value of the differential resistance, and the control means includes a changeover switch capable of arbitrarily switching the output level of the reference level setting means. A differential control device for a vehicle according to any one of claims 1 to 5, comprising: