WO2006046018A1 - Transmission integrale - Google Patents

Transmission integrale Download PDF

Info

Publication number
WO2006046018A1
WO2006046018A1 PCT/GB2005/004103 GB2005004103W WO2006046018A1 WO 2006046018 A1 WO2006046018 A1 WO 2006046018A1 GB 2005004103 W GB2005004103 W GB 2005004103W WO 2006046018 A1 WO2006046018 A1 WO 2006046018A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
vehicle
unit
operable
sensors
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.)
Ceased
Application number
PCT/GB2005/004103
Other languages
English (en)
Inventor
Damian Harty
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Prodrive 2000 Ltd
Original Assignee
Prodrive 2000 Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Prodrive 2000 Ltd filed Critical Prodrive 2000 Ltd
Priority to JP2007537396A priority Critical patent/JP2008517819A/ja
Priority to EP05796320A priority patent/EP1805054A1/fr
Priority to AU2005298489A priority patent/AU2005298489A1/en
Publication of WO2006046018A1 publication Critical patent/WO2006046018A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering

Definitions

  • the present invention relates to an all wheel drive system for a motor vehicle and particularly, though not exclusively, to a four wheel drive vehicle.
  • a current trend in the development of all wheel drive systems is the provision of a means to influence the dynamic behaviour of a vehicle by the distribution of drive torques around the vehicle.
  • Such systems monitor the dynamic behaviour of the vehicle and intervene to modify or influence the dynamic behaviour thereof if it sensed that the vehicle behaviour is outside predetermined limits
  • an all wheel drive system for a motor vehicle having an engine, a front pair of driven wheels having drive shafts driven through a front axle unit having differential gear arrangement, a rear pair of driven wheels having drive shafts driven through a rear axle unit having a differential gear arrangement, a centre differential gear arrangement provided between the front axle and final drive units operable to transmit torque from the engine to the front axle and rear axle units via respective front and rear propeller shafts extending from the centre differential to the front axle and rear axle units, wherein the front axle unit final drive gear has a different ratio to the rear axle unit final drive gear, and the system further comprises a synchronisation means associated with the centre differential operable to alter the rotational speed of one of or both the front and rear propeller shafts.
  • front axle and rear axle units having different ratios then it will be appreciated that where the front and rear wheels of the vehicle are of equal radius and rotate at equal speed, then the front propeller shaft will rotate at a different speed to that of the rear propeller shaft.
  • the ratio of the front axle unit is higher than the ratio of the rear axle unit.
  • the ratio of the front axle unit is lower than the ration of the rear axle unit.
  • the difference in effective ratios of the front axle unit and final drive unit is achieved by the provision of front axle drive unit having a different final drive gear ratio to that of the final drive unit.
  • the difference in effective ratios may be achieved by the provision of an intermediate gearing arrangement intermediate the centre differential and one of the final drive unit and front axle unit.
  • the intermediate gearing arrangement may comprise a drop gear arrangement provided between the centre differential and one of the front axle and final drive unit.
  • the drop gear may be provided between the centre differential and one of the front propeller shaft and rear propeller shaft.
  • the difference in the ratios of the front axle unit and final drive unit may be in the region of 3 to 10 percent
  • the synchronisation means may include a clutch mechanism operable to alter the rotational speed of one of or both the front and rear propeller shafts.
  • the clutch mechanism is preferably operable between a first state whereupon the front and rear propeller shafts are freely able to rotate relative to one another and a second state whereupon the front and rear propeller shafts are rotationally fixed and hence unable to rotate relative to one another.
  • the clutch mechanism may be operated such that the rotational speed of the rear propeller shaft is increased towards that of the front propeller shaft.
  • the clutch mechanism may be operated such that the rotational speed of the front propeller shaft is reduced towards that of the rear propeller shaft.
  • the clutch mechanism may be operable so as to alter the speeds of both propeller shafts.
  • the synchronisation means is preferably provided with a controller which is responsive to the dynamic state of the vehicle.
  • the controller is provided with a number of sensors positioned so as to sense operating characteristics of the vehicle.
  • the sensors may include, for example, one or more wheel speed sensors, lateral acceleration sensors, longitudinal acceleration sensors, steering input sensors, engine torque demand sensors and vehicle yaw sensors.
  • the system further comprises a synchronisation means associated with the centre differential operable to alter the rotational speed of one of or both the front and rear propeller shafts; providing the vehicle with a plurality of sensors operable to monitor the dynamic behaviour of the vehicle; providing a controller arranged to receive inputs from the sensors, said controller being provided with one or more dynamic behaviour parameters for the vehicle; sensing via one or more of the sensors that the dynamic behaviour of the vehicle has reached or exceeded one or more of the dynamic behaviour parameters; and operating
  • FIG 1 shows a schematic representation of a vehicle 10 having a drive management system according to the present invention.
  • the vehicle 10 includes an engine 12 having a transmission housing 14 attached thereto and four wheels 16,18,20,22.
  • Front drive shafts 24,26 extend between the front wheels 16,18 and the transmission housing 14 .
  • a propeller shaft 28 extends from the gearbox 14 to a rear axle unit 30 having a differential gear arrangement.
  • Rear drive shafts 32,34 extend between the rear axle unit 30 and the rear wheels 20,22. It will be appreciated therefore that the vehicle 10 may be considered for the sake of simplicity to have notional front and rear axles to which the front and rear wheels 16,18,20,22 are mounted.
  • the transmission housing 14 includes a gearbox (not shown) having multiple forward gears and a reverse gear.
  • the transmission housing 14 further includes a front axle unit 36 having a differential gear arrangement provided between the front drive shafts 24,26, and a centre, between axle differential 38.
  • An internal drive shaft 39 extends between the front and centre differentials 36,38.
  • Both the centre and rear differentials 38,30 are of the limited slip type and include a clutch mechanism 40,42 operable to modify the torque transmission characteristics across each differential 30,38.
  • the vehicle 10 further includes a number of sensors operable to determine certain operative states and positions of the vehicle 10 and its control systems.
  • the sensors include a steering sensor 44 operable to measure steering input by the driver via the steering wheel 45, lateral and longitudinal acceleration sensors 46,48, and a yaw sensor 50.
  • Each wheel 16,18,20,22 is provided with a wheel speed sensor 52 which advantageously doubles as a sensor for an anti lock braking system of the vehicle 10.
  • the mode switch 54 and sensors 44,46,48,50,52,56 are connected to a central control unit 62 which in turn is connected to the clutch mechanism controllers 58,60.
  • a feature of the present invention is the provision of front and rear differentials 36, 30 having differing ratios and more specifically the rear axle unit 30 having a lower ratio than that of the front axle unit 36.
  • the front axle unit 36 may have a ratio of 3.7:1 while the rear axle unit 30 has a ratio of 3.52:1.
  • the gearbox is arranged to split the torque supplied thereto between the axles in a predetermined manner.
  • the torque split may be 35% to the front axle and 65% to the rear axle.
  • other torque splits may be employed and the vehicle 10 may be arranged so as to vary the torque split between the axles in response to changes in road surface and driving conditions.
  • both the front and rear wheels 16,18,20,22 of the vehicle 10 will rotate at notionally the same speed, assuming that the rolling radius of the front wheels 16,18 is the same as that of the rear wheels 20,22.
  • the drive management system may be activated by the mode switch. In an alternative embodiment the drive management system may automatically be active at all times during operation of the vehicle.
  • the central control unit 62 is supplied with information related to the dynamic state of the vehicle 10 from the sensors 44,46,48,50,52,56. The central control unit 62 is able to evaluate the dynamic state of the vehicle as determined by the sensors with pre-set parameters and is thus able to determine whether or not any intervention is required.
  • a common characteristic of performance all wheel drive vehicles is the tendency to understeer when accelerating through a corner, an occurrence commonly termed power understeer.
  • the drive management system of the present invention is operable to mitigate the effects of such power understeer.
  • the central control unit 62 determines that the vehicle 10 is understeering then a command is sent to clutch controller 58 for the centre differential clutch mechanism 40.
  • the controller 58 causes the clutch mechanism 40 to operate and thereby alter the rotational speed of the propeller shaft 28.
  • the clutch mechanism 40 may be fully engaged so as to match the speed of the propeller shaft 28 to that of the internal drive shaft 39 or partially engaged so as to drive the propeller shaft 28 at a desired speed between that of the initial speed of the propeller shaft 28 prior to activation of the clutch mechanism 40 and the speed of the internal drive shaft 39.
  • the above described example relates to the control of a vehicle experiencing power understeer. It will be appreciated that the drive management system of the present invention may intervene in other situations including, but not limited to, instances of lift off oversteer, sharp steering inputs to avoid an obstacle, and changes in throttle position during cornering.
  • the sensors 44,46,48,50,52,56 continue to monitor the dynamic state of the vehicle 10 and the central control unit 62 is thus able to determine the effect driving the rear wheels 20,22 harder than the front wheels 16,18 is having on the dynamic state of the vehicle 10.
  • the central control unit 62 is thus able to modulate the operation of the centre differential clutch 40 to ensure that the vehicle 10 takes into account changes in the dynamic state of the vehicle as a result of the intervention of the centre differential clutch as well as, for example, changes in the nature of the road surface and changes in the steering input applied by the driver to the steering wheel 45.
  • the rear axle unit 30 is provided with a clutch mechanism 42 operable via instructions sent from the central control unit 62.
  • the clutch mechanism may be operated to modify drive shaft torque distribution through the rear axle unit 30 to each of the rear wheels 20,22.
  • Operation of the clutch mechanism 42 may be either separate or supplemental to the drive management system described above.
  • the system described above refers to the speeding up of the propeller shaft 28 so as to drive the rear wheels 20, 22 harder and thereby reduce the lateral load capacity of the rear tyres. It will be appreciated that the operation of the system may be modified so that the speed of the internal drive shaft 39 is altered to more closely match the rotational speed of the propeller shaft 28.
  • the above described embodiment also utilises front and rear differentials 36, 30 having differing ratios with the rear axle unit 30 having a lower ratio than the front differential. It will be appreciated that the same effect may be realised by means other than having front and rear differentials 36, 30 of differing ratios.
  • an intermediate drop gear may be provided in the vehicle gearbox between the centre differential 38 and the propeller shaft 28.
  • a drop gear typically has a ratio of 1:1, however by changing the ratio of the drop gear to, for example, 1.08:1 then the net effect is to increase the ratio of the rear axle unit 30.
  • the embodiment of the invention described with reference to figure 1 relates to a four wheel drive vehicle having a front wheel drive bias, which is to say that during normal operation of the vehicle the engine torque is split such that a greater percentage is supplied to the front wheels than the rear wheels. It will be understood that the underlying principle of the present invention is equally applicable to vehicles having a rear wheel drive bias wherein a greater percentage of the engine torque is supplied to the rear wheels than the front wheels.
  • the front axle unit final drive gear is provided with a lower ratio than that of the rear axle unit final drive gear.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

La présente invention concerne une transmission intégrale pour un véhicule automobile (10). Le véhicule (10) comprend un moteur (12), une paire avant de roues entraînées (16, 18) comprenant des arbres de transmission (24, 26) entraînés par l'intermédiaire d'une unité d'essieu avant comportant un système de différentiel (36), une paire arrière de roues entraînées (20, 22) comprenant des arbres de transmission (32, 34) entraînés par l'intermédiaire d'une unité d'essieu arrière comportant un système de différentiel (42), un système de différentiel central (38) prévu entre les unités d'essieu avant et arrière fonctionnant pour transmettre un couple du moteur (12) aux unités d'essieu avant et essieu arrière par l'intermédiaire d'arbres de transmission avant et arrière respectifs (39, 28) s'étendant du système de différentiel central (38) aux unités d'essieu avant et essieu arrière, l'engrenage de commande finale d'unité d'essieu avant ayant un rapport différent de l'engrenage de commande finale d'unité d'essieu arrière, et la transmission comprend en outre un moyen de synchronisation associé au différentiel central fonctionnant pour modifier la vitesse de rotation d'un ou des deux arbres de transmission avant et arrière (28, 39).
PCT/GB2005/004103 2004-10-25 2005-10-24 Transmission integrale Ceased WO2006046018A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2007537396A JP2008517819A (ja) 2004-10-25 2005-10-24 全輪駆動システム
EP05796320A EP1805054A1 (fr) 2004-10-25 2005-10-24 Transmission integrale
AU2005298489A AU2005298489A1 (en) 2004-10-25 2005-10-24 All wheel drive system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB0423677.4A GB0423677D0 (en) 2004-10-25 2004-10-25 Improved four wheel drive system
GB0423677.4 2004-10-25

Publications (1)

Publication Number Publication Date
WO2006046018A1 true WO2006046018A1 (fr) 2006-05-04

Family

ID=33485168

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2005/004103 Ceased WO2006046018A1 (fr) 2004-10-25 2005-10-24 Transmission integrale

Country Status (5)

Country Link
EP (1) EP1805054A1 (fr)
JP (1) JP2008517819A (fr)
AU (1) AU2005298489A1 (fr)
GB (1) GB0423677D0 (fr)
WO (1) WO2006046018A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10124668B2 (en) * 2013-05-29 2018-11-13 Audi Ag Center differential gear assembly for a drive device of a motor vehicle
WO2025015623A1 (fr) * 2023-07-19 2025-01-23 华侨大学 Système d'entraînement indépendant à quatre roues et véhicule à roues

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6038512B2 (ja) * 2012-07-04 2016-12-07 Ｇｋｎドライブラインジャパン株式会社 駆動伝達装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0162021B1 (fr) * 1984-04-16 1987-08-19 FIAT AUTO S.p.A. Système de transmission pour véhicules à moteur
EP0194410B1 (fr) * 1985-03-02 1987-11-19 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Système de blocage pour une automobile à traction sur les quatre roues
EP0298397A2 (fr) * 1987-07-04 1989-01-11 Bayerische Motoren Werke Aktiengesellschaft Disposition de commande pour un véhicule
EP0405717A1 (fr) * 1989-06-30 1991-01-02 Rover Group Limited Transmission rotative
DE4111615A1 (de) * 1991-04-10 1992-10-15 Daimler Benz Ag Fahrzeug mit allradantrieb unter verwendung eines zentralen ausgleichsgetriebes mit einer regelbaren sperrkupplung
EP1445139A1 (fr) * 2003-02-06 2004-08-11 Audi Ag Dispositif d'entraínement

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0162021B1 (fr) * 1984-04-16 1987-08-19 FIAT AUTO S.p.A. Système de transmission pour véhicules à moteur
EP0194410B1 (fr) * 1985-03-02 1987-11-19 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Système de blocage pour une automobile à traction sur les quatre roues
EP0298397A2 (fr) * 1987-07-04 1989-01-11 Bayerische Motoren Werke Aktiengesellschaft Disposition de commande pour un véhicule
EP0405717A1 (fr) * 1989-06-30 1991-01-02 Rover Group Limited Transmission rotative
DE4111615A1 (de) * 1991-04-10 1992-10-15 Daimler Benz Ag Fahrzeug mit allradantrieb unter verwendung eines zentralen ausgleichsgetriebes mit einer regelbaren sperrkupplung
EP1445139A1 (fr) * 2003-02-06 2004-08-11 Audi Ag Dispositif d'entraínement

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10124668B2 (en) * 2013-05-29 2018-11-13 Audi Ag Center differential gear assembly for a drive device of a motor vehicle
WO2025015623A1 (fr) * 2023-07-19 2025-01-23 华侨大学 Système d'entraînement indépendant à quatre roues et véhicule à roues

Also Published As

Publication number Publication date
JP2008517819A (ja) 2008-05-29
AU2005298489A1 (en) 2006-05-04
EP1805054A1 (fr) 2007-07-11
GB0423677D0 (en) 2004-11-24

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