JPH0349765B2 - - Google Patents
Info
- Publication number
- JPH0349765B2 JPH0349765B2 JP15645282A JP15645282A JPH0349765B2 JP H0349765 B2 JPH0349765 B2 JP H0349765B2 JP 15645282 A JP15645282 A JP 15645282A JP 15645282 A JP15645282 A JP 15645282A JP H0349765 B2 JPH0349765 B2 JP H0349765B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- wheel differential
- transmitted
- way clutch
- wheels
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 7
- 230000007246 mechanism Effects 0.000 claims description 6
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000004576 sand Substances 0.000 description 1
- 238000010187 selection method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
- B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
- B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】
本発明は４輪駆動車の動力伝達機構、さらに詳
しくは旋回走行時の前輪と後輪との回転差を自動
的に補正する動力伝達機構に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power transmission mechanism for a four-wheel drive vehicle, and more particularly to a power transmission mechanism that automatically corrects a rotational difference between front wheels and rear wheels during cornering.
従来技術による４輪駆動の方式は下記の３種に
分類され、それぞれ次の欠点を持つている。 Conventional four-wheel drive systems are classified into the following three types, each of which has the following drawbacks.
(1) 常時４輪駆動方式：
この場合、前輪または後輪のいずれかのスリ
ツプが増大すると駆動力がなくなるので、セン
ターデフロツク装置を必要とし、状況に合わせ
た判断と操作が要求され、さらにコストおよび
重量が増大する。(1) Continuous four-wheel drive system: In this case, if the slip of either the front or rear wheels increases, the driving force will be lost, so a center differential lock device is required, and judgment and operation tailored to the situation are required. Increased cost and weight.
(2) ４輪・２輪選択方式：
この場合、路面の状況に合わせ選択し、路面
状況変化が激しいときは切替を頻繁に行う必要
がある。さらに４輪駆動にて旋回走行をする
と、前後車輪の回転差により、タイヤの摩耗・
燃費・走行抵抗・ハンドル操作性等の諸性能の
低下が増大する。(2) 4-wheel/2-wheel selection method: In this case, it is necessary to select according to the road surface conditions and to switch frequently when the road surface conditions change rapidly. Furthermore, when turning in four-wheel drive, the difference in rotation between the front and rear wheels causes tire wear and tear.
The deterioration of various performances such as fuel efficiency, running resistance, and steering operability increases.
(3) センターデフスリツプ制御付き常時４輪駆動
方式：
コストが高い欠点を持つ。(3) Continuous four-wheel drive system with center differential slip control: Has the disadvantage of high cost.
本発明は上記各種４輪駆動方式のもつ欠点を解
決すべく、通常型（選択式）４輪駆動に固有の切
換操作を行なわずに、旋回走行時に前後輪回転差
を自動的に調整することができる。４輪駆動車の
動力伝達機構を提供する。 In order to solve the drawbacks of the above-mentioned various four-wheel drive systems, the present invention automatically adjusts the rotational difference between the front and rear wheels during cornering without having to perform the switching operation specific to normal (selective) four-wheel drive. I can do it. Provides power transmission mechanisms for four-wheel drive vehicles.
図面は本発明の動力伝達機構の概念図である。 The drawing is a conceptual diagram of the power transmission mechanism of the present invention.
エンジン１から車軸への最終的出力は、２個の
差動装置２，３を介して前輪軸と後輪軸とに伝達
される。後輪については従来例と同じく、左右の
後車輪４，５が後輪用差動装置３に直接に連結し
いる。他方前輪については、左右の前輪６，７の
一方は従来例と同じく直接に前輪用差動装置２に
連結しているが、他の車輪７はワンウエイクラツ
チ８を介して間接的に前輪用差動装置２に連結し
ている。 The final output from the engine 1 to the axle is transmitted to the front and rear axles via two differentials 2 and 3. Regarding the rear wheels, the left and right rear wheels 4 and 5 are directly connected to the rear wheel differential device 3, as in the conventional example. On the other hand, regarding the front wheels, one of the left and right front wheels 6 and 7 is directly connected to the front wheel differential 2 as in the conventional example, but the other wheel 7 is indirectly connected to the front wheel differential through a one-way clutch 8. It is connected to the moving device 2.
ワンウエイクラツチ８はトルクの伝達が回転の
一方向のみに限られ、反対方向には動力を伝達し
ない機械要素である。そして上記ワンウエイクラ
ツチ８は前輪用差動装置側から車輪７側にのみ動
力を伝達し、車輪７側の回転速度が前輪用差動装
置側のそれより大きいときには空転するように配
置されている。 The one-way clutch 8 is a mechanical element that transmits torque only in one direction of rotation and does not transmit power in the opposite direction. The one-way clutch 8 transmits power only from the front wheel differential to the wheel 7, and is arranged to idle when the rotational speed of the wheel 7 is greater than that of the front wheel differential.
２つの差動装置２，３と１つのワンウエイクラ
ツチ８が上記のように配設されているので、直進
時にはワンウエイクラツチ８が繋がり、エンジン
１からの出力が全輪４，５，６，７に伝達され、
４輪駆動となる。そして旋回走行時には輪差があ
るので後輪４，５より前輪６，７の方が平均とし
て速く回転し、以下に説明するように上記ワンウ
エイクラツチ８が空転し、前輪には動力が伝達さ
れず、自動的に後輪駆動に切換わる。 Since the two differentials 2, 3 and one one-way clutch 8 are arranged as described above, the one-way clutch 8 is connected when driving straight, and the output from the engine 1 is distributed to all wheels 4, 5, 6, and 7. transmitted,
It will have four-wheel drive. When turning, there is a difference between the wheels, so the front wheels 6 and 7 rotate faster on average than the rear wheels 4 and 5, and as explained below, the one-way clutch 8 spins and no power is transmitted to the front wheels. , automatically switches to rear-wheel drive.
図面に示すように、２つの前輪６，７の回転数
をN1，N2、２つの後輪４，５の回転数をN3，
N4、前輪用差動装置２をワンウエイクラツチ８
の中間部分の回転数をN5とする。この場合N5＞
N2のときワンウエイクラツチ８を介して動力が
伝達され、N5＜N2のときワンウエイクラツチは
空転する。 As shown in the drawing, the rotation speeds of the two front wheels 6 and 7 are N 1 and N 2 , and the rotation speeds of the two rear wheels 4 and 5 are N 3 and
N 4 , one-way clutch 8 for front wheel differential 2
Let the rotation speed at the middle part of be N 5 . In this case N 5 >
When N 2 , power is transmitted through the one-way clutch 8, and when N 5 <N 2 , the one-way clutch idles.
右方向あるいは左方向に自動車が旋回走行する
とときには、タイヤの内輪差、外輪差により、左
右後輪の回転数の平均よりも左右前輪の軸の回転
数の平均の方が速い。 When an automobile turns rightward or leftward, the average rotational speed of the left and right front wheel axles is faster than the average rotational speed of the left and right rear wheels due to the difference between the inner and outer wheels of the tires.
N1＋N2／２＞N3＋N4／２ ………(1)
N2＞N3＋N4−N1 ………（1′）
また前輪用差動装置２と後輪用差動装置３とは
差動装置の原理により次の関係が成り立つ。 N 1 +N 2 /2 > N 3 +N 4 /2 ...... (1) N 2 > N 3 +N 4 -N 1 ...... (1') Also, the front wheel differential device 2 and the rear wheel differential device 3, the following relationship holds true due to the principle of the differential device.
N1＋N5／２＝N3＋N4／２ ………(2) N5＝N3＋N4−N1 ………（2′） （1′）式と（2′）式とから(3)式が導かれる。 N 1 +N 5 /2=N 3 +N 4 /2 ………(2) N 5 =N 3 +N 4 −N 1 ………(2′) From equation (1′) and equation (2′), ( 3) Equation is derived.
N2＞N5 ………(3)
このように右旋回、左旋回のいずれかの場合に
も(3)式が成り立つ。このとき前記したようにワン
ウエイクラツチ８は空転する。すなわち前輪用差
動装置２のワンウエイクラツチ側は無負荷の状態
になり左右の前輪にトルクが伝達されない。すな
わち自動的に後輪駆動に移行する。車両が直進状
態に戻ると、(3)式が成立しなくなるので、再び４
輪駆動に自動的に復帰する。 N 2 > N 5 ......(3) In this way, equation (3) holds true for either a right turn or a left turn. At this time, the one-way clutch 8 rotates idly as described above. That is, the one-way clutch side of the front wheel differential device 2 is in a no-load state, and no torque is transmitted to the left and right front wheels. In other words, it automatically shifts to rear-wheel drive. When the vehicle returns to the straight-ahead state, equation (3) no longer holds true, so 4 is again applied.
Automatically returns to wheel drive.
本発明の４輪駆動車の動力伝達装置を用いる
と、旋回走行時に自動的に後輪駆動に移行したと
きに、後輪が氷や泥に入りスリツプして後輪に駆
動力が伝達されなかつた場合、直ちに前輪駆動に
移行して運転を続けることができる。すなわちス
ロツトルを踏み込み後輪およびエンジンを高回転
にすると、上記ワンウエイクラツチの車輪側回転
数N2より前輪差動装置側回転数N5が大きくなる
ので、上記ワンウエイクラツチが繋がり前輪が駆
動される。したがつて旋回時に後輪が氷、泥、砂
等の滑り易い場所に入つたときには自動的に前輪
駆動とすることができ通常の４輪駆動車と同様の
走行状態になる。 When the power transmission device for a four-wheel drive vehicle of the present invention is used, when the vehicle automatically shifts to rear-wheel drive when turning, the rear wheels may slip in ice or mud, preventing the drive force from being transmitted to the rear wheels. If this happens, you can immediately shift to front-wheel drive and continue driving. That is, when the throttle is depressed to make the rear wheels and engine rotate at a high speed, the front wheel differential rotation speed N5 becomes larger than the wheel side rotation speed N2 of the one-way clutch, so the one-way clutch is engaged and the front wheels are driven. Therefore, when the rear wheels enter a slippery area such as ice, mud, or sand during a turn, the vehicle can automatically switch to front wheel drive, resulting in a driving condition similar to that of a normal four-wheel drive vehicle.
図面は本発明の４輪駆動車の動力伝達機構の概
念的平面図である。
１……エンジン、２……前輪用差動装置、３…
…後輪用差動装置、４，５……後輪、６，７……
前輪、８……ワンウエイクラツチ、N1，N2，
N3，N4，N5…軸回転数。
The drawing is a conceptual plan view of a power transmission mechanism for a four-wheel drive vehicle according to the present invention. 1... Engine, 2... Front wheel differential, 3...
... Rear wheel differential, 4, 5... Rear wheel, 6, 7...
Front wheel, 8... One-way clutch, N 1 , N 2 ,
N 3 , N 4 , N 5 ... Shaft rotation speed.
Claims (1)
置と後輪用差動装置の入力側に伝達され、後輪に
は上記後輪用差動装置の出力側から直接に動力が
伝達され、前輪の一方のタイヤには上記前輪用差
動装置の一方の出力側から直接に動力が伝達さ
れ、前輪の他方のタイヤには該タイヤと上記前輪
用差動装置の中間に配設されたワンウエイクラツ
チを介して上記前輪用差動装置の他方の出力側か
ら間接に動力が伝達されることを特徴とする４輪
駆動車の動力伝達機構。1 Output from the engine is transmitted to the input side of the front wheel differential device and rear wheel differential device, respectively, power is directly transmitted to the rear wheels from the output side of the rear wheel differential device, and the power is transmitted to the rear wheels directly from the output side of the rear wheel differential device. Power is directly transmitted to one tire from the output side of one of the front wheel differentials, and the other front tire is connected to a one-way clutch disposed between the tire and the front wheel differential. A power transmission mechanism for a four-wheel drive vehicle, characterized in that power is indirectly transmitted from the other output side of the front wheel differential through the front wheel differential.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15645282A JPS5945223A (en) | 1982-09-08 | 1982-09-08 | Power transmission mechanism of four-wheet drive vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15645282A JPS5945223A (en) | 1982-09-08 | 1982-09-08 | Power transmission mechanism of four-wheet drive vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5945223A JPS5945223A (en) | 1984-03-14 |
| JPH0349765B2 true JPH0349765B2 (en) | 1991-07-30 |
Family
ID=15628052
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15645282A Granted JPS5945223A (en) | 1982-09-08 | 1982-09-08 | Power transmission mechanism of four-wheet drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5945223A (en) |
-
1982
- 1982-09-08 JP JP15645282A patent/JPS5945223A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5945223A (en) | 1984-03-14 |
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