JP2009166706A - Driving force transmission system for four-wheel drive vehicle - Google Patents

Driving force transmission system for four-wheel drive vehicle Download PDF

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JP2009166706A
JP2009166706A JP2008007785A JP2008007785A JP2009166706A JP 2009166706 A JP2009166706 A JP 2009166706A JP 2008007785 A JP2008007785 A JP 2008007785A JP 2008007785 A JP2008007785 A JP 2008007785A JP 2009166706 A JP2009166706 A JP 2009166706A
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wheel drive
wheel
driving force
drive
transmission system
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JP5112890B2 (en
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Tadahiko Kato
忠彦 加藤
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Univance Corp
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Univance Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force transmission system for a four-wheel drive vehicle which is automatically changed to the two-wheel driving system when the traveling condition does not need any four-wheel drive during the four-wheel drive traveling, and capable of preventing degradation of the fuel economy by stopping the rotation in a driven wheel driving force transmission section. <P>SOLUTION: The driving force transmission system comprises a driving force distribution device 40 for outputting the driving force to a driving wheel output shaft and controlling the distribution of the driving force to a driven wheel output shaft, a driven wheel differential device 48 for inputting the driving force from the driven wheel output shaft, a disconnect mechanism 50 for disconnecting the driven wheel differential device 48 from the driven wheel driving shaft, a vehicle speed computation unit 28 for calculating the vehicle speed, a slip ratio computation unit 26 for computing the slip ratio of wheels, and a drive control unit 36 for controlling the driving force distribution device 40 and a disconnect mechanism 50 based on the vehicle speed and the slip ratio. Under the predetermined traveling condition, the transmission of the driving force to the driven wheel output shaft is disconnected, and the driven wheel differential device 48 is disconnected from the driven wheel driving shaft by the disconnect mechanism 50, realizing the two-wheel drive. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、二輪駆動が可能であって、四輪駆動時には走行条件に応じた駆動力を従動輪へ伝達するフルタイム四輪駆動システムに関し、特に、走行条件が四輪駆動を必要としない場合には、自動的に二輪駆動に切り替えることで、四輪駆動時の燃費低下を防止する四輪駆動車用駆動力伝達システムに関する。
The present invention relates to a full-time four-wheel drive system capable of two-wheel drive and transmitting a driving force according to a traveling condition to a driven wheel at the time of four-wheel driving, particularly when the traveling condition does not require four-wheel driving. The present invention relates to a driving force transmission system for a four-wheel drive vehicle that prevents a reduction in fuel consumption during four-wheel drive by automatically switching to two-wheel drive.

従来、ドライバーによる車内切替スイッチ等の操作で四輪駆動と後輪による二輪駆動に切り替えることができる後輪駆動車をベースとする四輪駆動車において、前輪への駆動力の配分制御を中央差動装置（センターデフ）で行う四輪駆動車用駆動力伝達装置としては、例えば図１０のものが知られている。   Conventionally, in a four-wheel drive vehicle based on a rear-wheel drive vehicle that can be switched between a four-wheel drive and a two-wheel drive by a rear wheel by an operation of an in-vehicle changeover switch or the like by a driver, control of the distribution of driving force to the front wheels As a driving force transmission device for a four-wheel drive vehicle performed by a moving device (center differential), for example, the one shown in FIG. 10 is known.

図１０において、駆動力伝達装置３００は四輪駆動車３０２に設けられ、エンジン３０４からの駆動力を変速機３０６で変速して駆動力伝達装置３００内の駆動力配分装置３０８に入力する。   In FIG. 10, the driving force transmission device 300 is provided in the four-wheel drive vehicle 302, and the driving force from the engine 304 is shifted by the transmission 306 and input to the driving force distribution device 308 in the driving force transmission device 300.

二輪駆動走行時に中央差動装置３１０に備わる断続機構が切断されている場合は、駆動力はそのまま後輪プロペラシャフト３１４を介して後輪差動装３１８に伝達され、後輪差動装置３１８は左後輪３２０と右後輪３２２の回転速度差を吸収しつつ左後輪３２０及び右後輪３２２に等しいトルクを与え回転させる。   When the intermittent mechanism provided in the central differential device 310 is disconnected during two-wheel drive driving, the driving force is transmitted as it is to the rear wheel differential device 318 via the rear wheel propeller shaft 314, and the rear wheel differential device 318 is While absorbing the difference in rotational speed between the left rear wheel 320 and the right rear wheel 322, the left rear wheel 320 and the right rear wheel 322 are applied with the same torque and rotated.

四輪駆動走行時に中央差動装置３１０に備わる断続機構が接続されている場合は、駆動力は中央差動装置３１０に連結されたチェーンベルト機構３１２と前輪プロペラシャフト３１６を介して前輪差動装置３２４にも伝達され、前輪差動装置３２４は左前輪３２６と右前輪３２８の回転速度差を吸収しつつ左前輪３２６及び右前輪３２８に等しいトルクを与え回転させる。   When the intermittent mechanism provided in the central differential device 310 is connected during four-wheel drive traveling, the driving force is transmitted through the chain belt mechanism 312 and the front wheel propeller shaft 316 coupled to the central differential device 310. 324 is also transmitted, and the front wheel differential 324 applies the same torque to the left front wheel 326 and the right front wheel 328 to rotate while absorbing the difference in rotational speed between the left front wheel 326 and the right front wheel 328.

中央差動装置３１０は後輪３２０、３２２及び前輪３２６、３２８の回転速度差を吸収しつつ所定の前後トルク配分比率で適切にトルクを与え回転させる。   The central differential 310 absorbs a difference in rotational speed between the rear wheels 320 and 322 and the front wheels 326 and 328 and appropriately rotates with a predetermined torque distribution ratio.

図１１は、図１０の中央差動装置３１０の実施例をスケルトンで示す説明図である。図１１において、中央差動装置３１０は変速機３０６からの駆動力を入力する入力軸３３２、入力軸３３２に連結した遊星歯車機構３４４を構成する遊星キャリア３４６、遊星キャリア３４６に回転自在に軸支した遊星ギア３４８、遊星ギア３４８に係合する外輪ギア３５０と太陽ギア３５２、外輪ギア３５０に連結して後輪プロペラシャフト３１４に駆動力を出力する後輪出力軸３３４を備える。   FIG. 11 is an explanatory diagram showing the embodiment of the central differential device 310 of FIG. 10 as a skeleton. In FIG. 11, the central differential device 310 includes an input shaft 332 for inputting a driving force from the transmission 306, a planetary carrier 346 constituting a planetary gear mechanism 344 connected to the input shaft 332, and a shaft support rotatably supported by the planetary carrier 346. A planetary gear 348, an outer ring gear 350 that engages with the planetary gear 348, a sun gear 352, and a rear wheel output shaft 334 that is connected to the outer ring gear 350 and outputs a driving force to the rear wheel propeller shaft 314.

また、前輪出力軸３３６に駆動力を出力するスプロケット３４０と、歯部３６２にスプロケット軸３５６を介して連結したスプロケット３３８及びチェーンベルト３４２で構成するチェーンベルト機構３１２、入力軸３３２に連結した歯部３５８、太陽ギア３５２に太陽ギア軸３５４を介して連結した歯部３６０を備える。   Further, a sprocket 340 that outputs a driving force to the front wheel output shaft 336, a sprocket 338 connected to the tooth portion 362 via the sprocket shaft 356, and a chain belt mechanism 312 constituted by a chain belt 342, and a tooth portion connected to the input shaft 332 358, a tooth portion 360 connected to the sun gear 352 via the sun gear shaft 354.

更に、歯部３５８、３６０、３６２にスプライン係合可能なスリーブ３６４、スリーブ３６４をスライドさせ歯部３５８、３６０、３６２とスリーブ３６４の結合を切り替えるシフト軸３６６を備え、外輪ギア３５０の外輪部３６８と太陽ギア軸３５４の間にはリミテッドスリップデフとして機能する流体継手３７０が備わる。   Further, a sleeve 364 that can be spline-engaged with the teeth 358, 360, and 362, and a shift shaft 366 that slides the sleeve 364 to switch the coupling between the teeth 358, 360, and 362 and the sleeve 364 are provided. And a sun gear shaft 354 is provided with a fluid coupling 370 that functions as a limited slip differential.

図１１（Ａ）は、四輪駆動の状態を示し、スリーブ３６４が歯部３６０、３６２に係合して、歯部３６０に連結する太陽ギア３５２と歯部３６２に連結するスプロケット３３８は固定された状態で回転する。すなわち、入力軸３３２から遊星キャリア３４６に入力した駆動力は、遊星ギア３４８、外輪ギア３５０を介して後輪出力軸３３４に出力すると共に、遊星ギア３４８、太陽ギア３５２、太陽ギア軸３５４、歯部３６０、スリーブ３６４、歯部３６２、スプロケット３３８、チェーンベルト３４２、スプロケット３４０を介して前輪出力軸３３６にも出力される。   FIG. 11A shows a four-wheel drive state, in which the sleeve 364 engages with the tooth portions 360 and 362, and the sun gear 352 connected to the tooth portion 360 and the sprocket 338 connected to the tooth portion 362 are fixed. Rotate in the state. That is, the driving force input from the input shaft 332 to the planet carrier 346 is output to the rear wheel output shaft 334 via the planetary gear 348 and the outer ring gear 350, and the planetary gear 348, the sun gear 352, the sun gear shaft 354, the teeth It is also output to the front wheel output shaft 336 via the portion 360, the sleeve 364, the tooth portion 362, the sprocket 338, the chain belt 342, and the sprocket 340.

図１１（Ｂ）は、二輪駆動の状態を示し、スリーブ３６４が歯部３５８、３６０に係合し、遊星キャリア３４６と太陽ギア３５２は固定された状態で回転するため遊星ギア３４８は自転しない。遊星ギア３４８が自転しないため外輪ギア３５０は太陽ギア３５２と同じ速度で回転する。すなわち、入力軸３３２から遊星キャリア３４６に入力した駆動力は、遊星ギア３４６、外輪ギア３４８を介して後輪出力軸３３４にのみ出力される。   FIG. 11B shows a two-wheel drive state, in which the sleeve 364 engages with the tooth portions 358 and 360, and the planetary carrier 346 and the sun gear 352 rotate in a fixed state, so the planetary gear 348 does not rotate. Since the planetary gear 348 does not rotate, the outer ring gear 350 rotates at the same speed as the sun gear 352. That is, the driving force input from the input shaft 332 to the planet carrier 346 is output only to the rear wheel output shaft 334 via the planetary gear 346 and the outer ring gear 348.

また、図１０に示すように、前輪差動装置３２４と前輪駆動軸３７２との連結を切断可能なディスコネクト機構３７４を設けたシステムもある。このようなシステムでは、ドライバーの操作で中央差動装置３１０を図１１（Ａ）から図１１（Ｂ）の二輪駆動状態に切り替えた後にディスコネクト機構３７４を切断することで、前輪差動装置３２４及び前輪駆動力伝達区間３３０の構成要素の回転を止めることができる。   In addition, as shown in FIG. 10, there is also a system provided with a disconnect mechanism 374 capable of disconnecting the connection between the front wheel differential 324 and the front wheel drive shaft 372. In such a system, the front differential gear 324 is disconnected by disconnecting the disconnect mechanism 374 after switching the central differential gear 310 from FIG. 11A to FIG. 11B by the driver's operation. And the rotation of the components of the front wheel driving force transmission section 330 can be stopped.

図１２は他の従来例であり、ドライバーによる車内切替スイッチ等の操作で四輪駆動と前輪による二輪駆動に切り替えることができる前輪駆動車をベースとする四輪駆動車において、後輪への駆動力の配分制御を多板クラッチ機構で行う四輪駆動車用駆動力伝達装置である。   FIG. 12 shows another conventional example. In a four-wheel drive vehicle based on a front-wheel drive vehicle that can be switched between a four-wheel drive and a two-wheel drive by a front wheel by an operation of an in-vehicle changeover switch or the like by a driver, This is a four-wheel drive vehicle driving force transmission device that performs force distribution control by a multi-plate clutch mechanism.

図１２において、駆動力伝達装置４００は四輪駆動車４０２に設けられ、エンジン４０４からの駆動力を変速機４０６で変速して前輪差動装置４２４及び前輪差動装置４２４のリングギア４１２を介し駆動力分岐装置４０８に入力する。前輪差動装置４２４は左前輪４２６と右前輪４２８の回転速度差を吸収しつつ左前輪４２６と右前輪４２８に等しいトルクを与え回転させる。   In FIG. 12, the driving force transmission device 400 is provided in the four-wheel drive vehicle 402, and the driving force from the engine 404 is shifted by a transmission 406 and is transmitted via the front wheel differential device 424 and the ring gear 412 of the front wheel differential device 424. Input to the driving force branching device 408. The front wheel differential device 424 rotates by applying equal torque to the left front wheel 426 and the right front wheel 428 while absorbing the difference in rotational speed between the left front wheel 426 and the right front wheel 428.

また、駆動力分岐装置４０８の出力はプロペラシャフト４１４を介して後輪差動装置４１８内の多板クラッチ機構４１０に伝達され、二輪駆動時に多板クラッチ機構４１０が開放されている場合は、駆動力は後輪差動装置４１８内の差動機構４１６に伝達されないが、四輪駆動走行時に多板クラッチ機構４１０が締結されている場合は、駆動力は差動機構４１６にも伝達され、差動機構４１６は左後輪４２０と右後輪４２２の回転速度差を吸収しつつ左後輪４２０及び右後輪４２２に等しいトルクを与え回転させる。   Further, the output of the driving force branching device 408 is transmitted to the multi-plate clutch mechanism 410 in the rear wheel differential device 418 via the propeller shaft 414. If the multi-plate clutch mechanism 410 is released during two-wheel drive, the drive The force is not transmitted to the differential mechanism 416 in the rear wheel differential device 418. However, when the multi-plate clutch mechanism 410 is engaged during four-wheel drive traveling, the driving force is also transmitted to the differential mechanism 416. The moving mechanism 416 applies the same torque to the left rear wheel 420 and the right rear wheel 422 to rotate while absorbing the difference in rotational speed between the left rear wheel 420 and the right rear wheel 422.

図１３は、図１２の多板クラッチ機構４１０の実施例をスケルトンで示す説明図である。図１３において、多板クラッチ機構４１０は駆動力分岐装置４０８からプロペラシャフト４１４を介して駆動力を入力する入力軸４３２、差動機構４１６に駆動力を出力する出力軸４３４、入力軸４３２と出力軸４３４の間で伝達する駆動力の断続あるいは配分をするクラッチ板４３６、クラッチ板４３６を押圧するボールカム機構４３８、ボールカム機構４３８を作動させる電磁石装置４４２及びパイロットクラッチ機構４４０を備える。   FIG. 13 is an explanatory view showing an example of the multi-plate clutch mechanism 410 of FIG. 12 as a skeleton. In FIG. 13, a multi-plate clutch mechanism 410 has an input shaft 432 for inputting driving force from the driving force branching device 408 via the propeller shaft 414, an output shaft 434 for outputting driving force to the differential mechanism 416, an input shaft 432 and an output. A clutch plate 436 that interrupts or distributes the driving force transmitted between the shafts 434, a ball cam mechanism 438 that presses the clutch plate 436, an electromagnet device 442 that operates the ball cam mechanism 438, and a pilot clutch mechanism 440 are provided.

四輪駆動と二輪駆動の切り替え、及び後輪への駆動力配分は電磁石装置４４２により制御される。入力軸４３２に駆動力が入力している状態で電磁石装置４４２のコイル４４２ａに通電すると、コア４４２ｂとアーマチュア４４２ｃに磁気回路が構成され、コア４４２ｂがアーマチュア４４２ｃを吸引し、アーマチュア４４２ｃの端部４４２ｄがパイロットクラッチ機構４４０のクラッチ板４４０ａを押圧する。   Switching between four-wheel drive and two-wheel drive and distribution of driving force to the rear wheels are controlled by an electromagnet device 442. When the coil 442a of the electromagnet device 442 is energized while driving force is being input to the input shaft 432, a magnetic circuit is formed in the core 442b and the armature 442c, the core 442b attracts the armature 442c, and the end 442d of the armature 442c. Presses the clutch plate 440a of the pilot clutch mechanism 440.

パイロットクラッチ機構４４０が締結し、入力軸４３２の回転がボールカム機構４３８を作動させ、クラッチ板４３６を押圧する。多板クラッチ機構４１０は、開放状態と締結状態の間で駆動力配分を制御し、開放状態で出力軸４３４に駆動力は伝達されず二輪駆動となる。
特開平１−２３３３０号公報 The pilot clutch mechanism 440 is engaged, and the rotation of the input shaft 432 activates the ball cam mechanism 438 and presses the clutch plate 436. The multi-plate clutch mechanism 410 controls the distribution of driving force between the opened state and the engaged state, and in the opened state, the driving force is not transmitted to the output shaft 434, and the two-wheel drive is performed.
JP-A-1-23330

しかしながら、図１０に示すような従来の四輪駆動車用動力伝達装置にあっては、後輪による二輪駆動時にも路面との摩擦抵抗により左前輪３２６及び右前輪３２８が回転することで、前輪差動装置３２４、前輪プロペラシャフト３１６及びチェーンベルト機構３１２を含む前輪駆動力伝達区間３３０の各構成要素が回転してしまい、オイルの攪拌抵抗や軸受部の摩擦損失等により燃費低下を招いてしまう問題がある。   However, in the conventional power transmission device for a four-wheel drive vehicle as shown in FIG. 10, the left front wheel 326 and the right front wheel 328 are rotated by the frictional resistance with the road surface even when the rear wheel is driven by two wheels. Each component of the front wheel driving force transmission section 330 including the differential 324, the front wheel propeller shaft 316, and the chain belt mechanism 312 rotates, resulting in a reduction in fuel consumption due to oil agitation resistance, friction loss of the bearing portion, and the like. There's a problem.

また、二輪駆動時の前輪駆動力伝達区間３３０の各構成要素の回転を止めるためにディスコネクト機構３７４を設けたシステムでも、二輪駆動ポジションへの切り替えがドライバーの操作に委ねられているため、四輪駆動が必要でない走行状態であっても四輪駆動ポジションのままで走行している限り、前輪駆動力伝達区間３３０の各構成要素は回転しており、ディスコネクト機構３７４のないシステムと同様に、オイルの攪拌抵抗や軸受部の摩擦損失等により燃費低下を招いてしまう。   Further, even in a system in which the disconnect mechanism 374 is provided to stop the rotation of each component of the front wheel drive force transmission section 330 during two-wheel drive, switching to the two-wheel drive position is left to the driver's operation. As long as the vehicle is traveling in the four-wheel drive position even in a driving state that does not require wheel drive, each component of the front wheel drive force transmission section 330 is rotating and is similar to the system without the disconnect mechanism 374. Further, fuel consumption is reduced due to oil agitation resistance and friction loss of the bearing portion.

更に、二輪駆動で走行中に路面状態が急激に変化して駆動輪である後輪３２０、３２２のスリップが発生した際に、ドライバーが切替スイッチ等を操作して四輪駆動に切り替えようとしても、車体の挙動変化に対してスイッチ操作に時間が掛かり過ぎ、瞬時の危険回避が不可能である。   Furthermore, when the road surface condition changes suddenly during traveling with two-wheel drive and the rear wheels 320 and 322, which are drive wheels, slip, the driver may switch to four-wheel drive by operating the changeover switch or the like. The switch operation takes too much time to change the behavior of the vehicle body, and instant danger avoidance is impossible.

たとえ瞬時にスイッチ操作ができたとしても、図１１（Ｂ）に示す二輪駆動状態から図１１（Ａ）に示す四輪駆動状態への切り替えは、後輪出力軸３３４に連動する歯部３６０と前輪出力軸３３６に連動する歯部３６２の回転速度が一致していなければスリーブ３６４との係合が円滑に行われない。後輪３２０、３２２にスリップが発生した状態では歯部３６０と歯部３６２は回転速度差があり、特に、大きなスリップが急激に発生した場合は四輪駆動への切り替えが困難になる。   Even if the switch operation can be performed instantaneously, the switching from the two-wheel drive state shown in FIG. 11B to the four-wheel drive state shown in FIG. If the rotational speeds of the tooth portions 362 interlocked with the front wheel output shaft 336 do not match, the engagement with the sleeve 364 is not smoothly performed. In a state where slip occurs in the rear wheels 320 and 322, there is a difference in rotational speed between the tooth portion 360 and the tooth portion 362. In particular, when a large slip suddenly occurs, switching to four-wheel drive becomes difficult.

また、図１２に示すような従来の四輪駆動車用動力伝達装置にあっても、前輪による二輪駆動時にも路面との摩擦抵抗により左後輪４２０及び右後輪４２２が回転することで、後輪差動装置４１８内の差動機構４１６が回転してしまい、更に、多板クラッチ機構４１０を開放して左後輪４２０、右後輪４２２に駆動力を伝達しない場合でも、駆動力分岐装置４０８とプロペラシャフト４１４は常に回転してしまう。すなわち、前輪による二輪駆動時にも後輪駆動力伝達区間４３０の各構成要素が回転してしまい、オイルの攪拌抵抗や軸受部の摩擦損失等により燃費低下を招いてしまう問題がある。   Further, even in the conventional power transmission device for a four-wheel drive vehicle as shown in FIG. 12, the left rear wheel 420 and the right rear wheel 422 rotate due to frictional resistance with the road surface even when the two wheels are driven by the front wheels. Even when the differential mechanism 416 in the rear wheel differential device 418 rotates and the multi-plate clutch mechanism 410 is opened and the driving force is not transmitted to the left rear wheel 420 and the right rear wheel 422, the driving force is branched. The device 408 and the propeller shaft 414 will always rotate. In other words, each component of the rear wheel driving force transmission section 430 rotates even when the two wheels are driven by the front wheels, and there is a problem that fuel consumption is reduced due to oil agitation resistance, friction loss of the bearing portion, and the like.

本発明は、四輪駆動走行時に走行条件が四輪駆動を必要としない場合には、自動的に二輪駆動に切り替えると共に、従動輪駆動力伝達区間の回転を止めることで、燃費低下を伴わない四輪駆動車用動力伝達システムを提供することを目的とする。
The present invention automatically switches to two-wheel drive when the driving condition does not require four-wheel drive during four-wheel drive travel, and stops rotation of the driven wheel drive force transmission section, thereby preventing a reduction in fuel consumption. An object is to provide a power transmission system for a four-wheel drive vehicle.

この目的を達成するため本発明は次のように構成する。まず本発明は、二輪駆動が可能であって、通常は四輪駆動時には走行条件に応じた駆動力を従動輪に伝達するフルタイム四輪駆動システムに於いて、動力源からの駆動力を入力軸に入力し駆動輪出力軸に出力すると共に、従動輪出力軸への駆動力配分を制御する駆動力配分装置と、従動輪出力軸からの駆動力を入力し左右従動輪駆動軸に出力すると共に、左右従動輪駆動軸の回転速度差を吸収する従動輪差動装置と、従動輪差動装置と左右従動輪駆動軸の何れか一方又は両方との連結を切断可能なディスコネクト機構と、車体速度を算出する車体速度演算部と、駆動輪及び従動輪のスリップ率を算出するスリップ率演算部と、車体速度及びスリップ率に基づき駆動力配分装置及びディスコネクト機構を制御する駆動制御部とを備え、所定の走行条件の際に駆動力配分装置による従動輪出力軸への駆動力の伝達を絶つと共に、ディスコネクト機構により従動輪差動装置と左右従動輪駆動軸の何れか一方又は両方との連結を切断して従動輪出力軸から従動輪差動装置までの従動輪駆動区間の回転を止め、自動的に二輪駆動とすることを特徴とする。   In order to achieve this object, the present invention is configured as follows. First of all, the present invention is a full-time four-wheel drive system in which two-wheel drive is possible and the drive force according to the driving condition is normally transmitted to the driven wheel during four-wheel drive. A driving force distribution device that controls the distribution of driving force to the driven wheel output shaft and a driving force from the driven wheel output shaft are input and output to the left and right driven wheel driving shafts A driven wheel differential device that absorbs the rotational speed difference between the left and right driven wheel drive shafts, and a disconnect mechanism that can disconnect the driven wheel differential device and either one or both of the left and right driven wheel drive shafts; A vehicle body speed calculation unit for calculating the vehicle body speed, a slip ratio calculation unit for calculating the slip ratios of the driving wheel and the driven wheel, and a drive control unit for controlling the driving force distribution device and the disconnect mechanism based on the vehicle body speed and the slip ratio; With a predetermined run When the condition is met, transmission of the driving force to the driven wheel output shaft by the driving force distribution device is cut off, and the connection between the driven wheel differential device and the left and right driven wheel drive shaft is disconnected by the disconnect mechanism. Thus, the rotation of the driven wheel drive section from the driven wheel output shaft to the driven wheel differential device is stopped, and two-wheel drive is automatically performed.

また、四輪駆動車用駆動力伝達システムは、駆動輪のスリップ率と車体速度の相関で示される駆動方式切替閾値により四輪駆動領域と二輪駆動領域を区切る駆動方式切替条件マップを備え、所定の走行条件として、駆動方式切替条件マップを参照する。   The driving force transmission system for a four-wheel drive vehicle is provided with a drive method switching condition map that divides the four-wheel drive region and the two-wheel drive region by a drive method switching threshold indicated by the correlation between the slip ratio of the drive wheel and the vehicle body speed, The driving method switching condition map is referred to as the driving condition.

ここで、動方式切替条件マップは、四輪駆動時に参照する二輪駆動切替閾値からなる二輪駆動切替条件マップと、二輪駆動時に参照する四輪駆動切替閾値からなる四輪駆動切替条件マップとを備える。   Here, the dynamic system switching condition map includes a two-wheel drive switching condition map composed of a two-wheel drive switching threshold referred to during four-wheel drive and a four-wheel drive switching condition map composed of a four-wheel drive switching threshold referred to during two-wheel drive. .

更に、四輪駆動車用駆動力伝達システムは、アクセル開度を検出するアクセル開度センサを備え、駆動方式切替条件マップをアクセル開度の範囲に応じて複数備えるか、あるいは、車体走行方向の加速度を検出する加速度センサを備え、駆動方式切替条件マップを車体走行方向加速度に応じて複数備える。   Further, the driving force transmission system for a four-wheel drive vehicle includes an accelerator opening sensor that detects an accelerator opening, and includes a plurality of drive system switching condition maps according to the range of the accelerator opening, or An acceleration sensor for detecting acceleration is provided, and a plurality of drive method switching condition maps are provided according to the vehicle body traveling direction acceleration.

あるいは、四輪駆動車用駆動力伝達システムは、所定の走行条件として、前記駆動輪のスリップ率が所定の二輪駆動切替値以下の場合に自動的に二輪駆動とするが、車体速度が所定値以下の場合は自動的に四輪駆動とする。また、二輪駆動時に、前記駆動輪のスリップ率が所定の四輪駆動切替値を超えた場合は自動的に四輪駆動とし、更に、二輪駆動切替値又は四輪駆動切替値をアクセル開度あるいは車体加速度に応じて可変とする。
Alternatively, the driving force transmission system for a four-wheel drive vehicle automatically performs two-wheel drive when the slip ratio of the drive wheel is equal to or less than a predetermined two-wheel drive switching value as a predetermined traveling condition. Four-wheel drive is automatically used in the following cases. In addition, when the slip ratio of the driving wheel exceeds a predetermined four-wheel drive switching value during two-wheel driving, the four-wheel driving is automatically set, and the two-wheel driving switching value or the four-wheel driving switching value is set to the accelerator opening or Variable according to vehicle acceleration.

本発明によれば、四輪駆動走行時に駆動制御装置が四輪駆動を必要としない走行条件と判断した場合には、駆動力配分装置により二輪駆動に切り替えると共に、ディスコネクト機構により従動輪差動装置と左右従動輪駆動軸の何れか一方との連結を切断して従動輪駆動力伝達区間の回転を抑制することで燃費向上を図れる。   According to the present invention, when the driving control device determines that the driving condition does not require four-wheel driving during four-wheel drive driving, the driving force distribution device switches to two-wheel driving and the disconnection mechanism drives the driven wheel differential. It is possible to improve fuel efficiency by cutting the connection between the device and either one of the left and right driven wheel drive shafts and suppressing the rotation of the driven wheel driving force transmission section.

また、二輪駆動走行時に駆動輪のスリップが発生した場合には、瞬時に四輪駆動に切り替えることで危険を回避できる。
Further, when slipping of the drive wheels occurs during two-wheel drive travel, danger can be avoided by switching to four-wheel drive instantaneously.

図１は、本発明による四輪駆動車用駆動力伝達システムの実施形態の機能構成を示したブロック図である。図１において、本実施形態の四輪駆動車用駆動力伝達システム１０は、車体情報検出装置１２、駆動制御装置２４及び駆動力伝達装置３８で構成される。   FIG. 1 is a block diagram showing a functional configuration of an embodiment of a driving force transmission system for a four-wheel drive vehicle according to the present invention. In FIG. 1, the driving force transmission system 10 for a four-wheel drive vehicle according to this embodiment includes a vehicle body information detection device 12, a drive control device 24, and a driving force transmission device 38.

車体情報検出装置１２は、車輪回転速度検出部１４、車体加速度検出部１６、変速比検出部１８、操舵角センサ２０、アクセル開度センサ２２を備え、車体の各種状態を検出し駆動制御装置２４に出力する。   The vehicle body information detection device 12 includes a wheel rotation speed detection unit 14, a vehicle body acceleration detection unit 16, a transmission ratio detection unit 18, a steering angle sensor 20, and an accelerator opening sensor 22, and detects various states of the vehicle body to drive control device 24. Output to.

車輪回転速度検出部１４は前後左右の四輪各々に備わる回転速度センサが検知する各車輪の回転速度を検出し、その車輪回転速度と各種センサー情報により実際の車両速度を演算する。車体加速度検出部１６は１又は複数の加速度センサを備え車体に働く加速度を検出し、変速比検出部１８は変速機の変速機構あるいは変速制御信号から変速比を検出する。また、操舵角センサ２０は操舵装置から転舵輪である前輪の舵角を検出し、アクセル開度センサ２２はエンジンのスロットル機構あるいはスロットル制御系からアクセル開度を検出する。   The wheel rotation speed detection unit 14 detects the rotation speed of each wheel detected by a rotation speed sensor provided on each of the front, rear, left and right four wheels, and calculates the actual vehicle speed based on the wheel rotation speed and various sensor information. The vehicle body acceleration detection unit 16 includes one or a plurality of acceleration sensors to detect acceleration acting on the vehicle body, and the gear ratio detection unit 18 detects a gear ratio from a transmission mechanism or a transmission control signal of the transmission. The steering angle sensor 20 detects the steering angle of the front wheels that are steered wheels from the steering device, and the accelerator opening sensor 22 detects the accelerator opening from the throttle mechanism or throttle control system of the engine.

駆動制御装置２４は、スリップ率演算部２６、車体速度演算部２８、切替条件データベース３０、切替条件選択部３４及び駆動制御部３６を備え、スリップ率と車体速度及び四輪駆動か二輪駆動かの駆動方式の切替条件に基づき駆動力伝達装置３８を制御する。   The drive control device 24 includes a slip ratio calculation unit 26, a vehicle body speed calculation unit 28, a switching condition database 30, a switching condition selection unit 34, and a drive control unit 36. The driving force transmission device 38 is controlled based on the driving system switching condition.

車体速度演算部２８は、車体情報検出装置１２から入力する車輪回転速度、車体加速度、変速比、操舵角、アクセル開度の各情報に基づき走行時の実車速である車体速度を算出し、スリップ率演算部２６に出力する。   The vehicle body speed calculation unit 28 calculates the vehicle body speed, which is the actual vehicle speed during travel, based on the wheel rotation speed, the vehicle body acceleration, the gear ratio, the steering angle, and the accelerator opening information input from the vehicle body information detection device 12. It outputs to the rate calculating part 26.

車体速度は、二輪駆動時において駆動力が伝達されない従動輪はスリップを発生しないことから、従動輪に備わる回転速度センサが検知する回転速度に基づき容易に算出できる。しかし、四輪駆動時には駆動輪だけではなく従動輪もスリップを発生するために、車体速度の算出は二輪駆動時に比べて困難であり、そのため多くの車体速度算出方法が提案されている。   The vehicle body speed can be easily calculated based on the rotational speed detected by the rotational speed sensor provided on the driven wheel because the driven wheel to which the driving force is not transmitted during two-wheel drive does not generate slip. However, since not only the driving wheels but also the driven wheels slip during four-wheel drive, it is difficult to calculate the vehicle body speed compared to two-wheel drive, and many vehicle body speed calculation methods have been proposed.

本実施形態においては、車輪回転速度、車体加速度、変速比、操舵角、アクセル開度の各情報を用いるとしているが、その具体的手順は限定せず如何なる既知の方法でもかまわない。また、車輪回転速度、車体加速度、変速比、操舵角、アクセル開度の情報を全て用いる必要はなく、更に、記載していない他のセンサによる情報を加えてもかまわない。   In the present embodiment, information on wheel rotation speed, vehicle body acceleration, gear ratio, steering angle, and accelerator opening is used, but the specific procedure is not limited and any known method may be used. Further, it is not necessary to use all the information on the wheel rotation speed, the vehicle body acceleration, the gear ratio, the steering angle, and the accelerator opening, and information by other sensors that are not described may be added.

スリップ率演算部２６は、車体速度演算部２８から入力する車体速度情報と車輪回転速度検出部１４から入力する車輪回転速度情報に基づき、車体速度と車輪速度の比である各車輪のスリップ率を算出する。   The slip ratio calculation unit 26 calculates the slip ratio of each wheel, which is the ratio of the vehicle body speed and the wheel speed, based on the vehicle body speed information input from the vehicle body speed calculation unit 28 and the wheel rotation speed information input from the wheel rotation speed detection unit 14. calculate.

ここで、本願においては、車輪速度とは車輪回転速度と車輪径から導かれる車輪がスリップしていないと仮定した場合の車体の速度であり、車体速度とは各情報に基づき実車速を推定した速度でとする。また、駆動輪とは二輪駆動時に駆動力を伝達する車輪であり、従動輪とは二輪駆動時には駆動力を伝達しないが四輪駆動時には駆動力を伝達する車輪とする。すなわち、二輪駆動時に後輪を駆動するシステムの場合は、前輪が従動輪、後輪が駆動輪となり、二輪駆動時に前輪を駆動するシステムの場合は、前輪が駆動輪、後輪が従動輪となる。   Here, in the present application, the wheel speed is the speed of the vehicle body when it is assumed that the wheel derived from the wheel rotation speed and the wheel diameter is not slipped, and the vehicle body speed is an estimated actual vehicle speed based on each information. With speed. The driving wheel is a wheel that transmits a driving force during two-wheel driving, and the driven wheel is a wheel that does not transmit a driving force during two-wheel driving but transmits a driving force during four-wheel driving. That is, in the case of a system that drives the rear wheels during two-wheel drive, the front wheel is the driven wheel and the rear wheel is the drive wheel, and in the system that drives the front wheels during two-wheel drive, the front wheel is the drive wheel and the rear wheel is the driven wheel. Become.

切替条件データベース３０は、駆動方式の切替条件データである領域マップ３２を、アクセル開度に対応して複数備え、領域マップ３２は、駆動輪のスリップ率と車体速度の相関で表される駆動方式切替閾値により四輪駆動領域と二輪駆動領域に区切られる。   The switching condition database 30 includes a plurality of area maps 32 corresponding to switching conditions data of the driving system corresponding to the accelerator opening, and the area map 32 is a driving system represented by the correlation between the slip ratio of the driving wheel and the vehicle body speed. The vehicle is divided into a four-wheel drive region and a two-wheel drive region by the switching threshold.

切替条件選択部３４は、アクセル開度センサ２２から入力するアクセル開度情報に基づき、参照する領域マップ３２を切替条件データベース３０の中から選択し、駆動方式の切替条件データとして駆動制御部３６に出力する。   The switching condition selection unit 34 selects an area map 32 to be referred to from the switching condition database 30 based on the accelerator opening information input from the accelerator opening sensor 22, and sends it to the drive control unit 36 as drive system switching condition data. Output.

駆動制御部３６は、スリップ率演算部２６から入力する駆動輪及び従動輪のスリップ率、車体速度演算部３８から入力する車体速度情報、切替条件選択部３４から入力する切替条件データ及び駆動力伝達装置３８からのフィードバック情報に基づき、四輪駆動か二輪駆動かの駆動方式の選択と制御、四輪駆動時の従動輪への駆動力の配分制御を駆動力伝達装置３８に対して行う。   The drive control unit 36 receives the slip ratios of the driving wheels and the driven wheels input from the slip ratio calculation unit 26, vehicle body speed information input from the vehicle body speed calculation unit 38, switching condition data and driving force transmission input from the switching condition selection unit 34. Based on feedback information from the device 38, selection and control of a driving method of four-wheel driving or two-wheel driving and distribution control of driving force to the driven wheel during four-wheel driving are performed on the driving force transmission device 38.

駆動力伝達装置３８は、駆動力配分装置４０、従動輪トルク検出部４４、駆動輪差動装置４６、従動輪差動装置４８を備え、従動輪差動装置４８はディスコネクト機構５０及び状態検出部５２を有する。   The driving force transmission device 38 includes a driving force distribution device 40, a driven wheel torque detection unit 44, a driving wheel differential device 46, and a driven wheel differential device 48. The driven wheel differential device 48 includes a disconnect mechanism 50 and a state detection. Part 52.

駆動力配分装置４０は、駆動制御部３６から入力する制御信号に基づき、多板クラッチ機構４２を作動して従動輪への駆動力を配分し、従動輪トルク検出部４４は従動輪トルクを検出しフィードバック情報として駆動制御部３６に出力する。   The driving force distribution device 40 operates the multi-plate clutch mechanism 42 based on the control signal input from the drive control unit 36 to distribute the driving force to the driven wheel, and the driven wheel torque detection unit 44 detects the driven wheel torque. And output to the drive control unit 36 as feedback information.

ディスコネクト機構５０は、駆動制御部３６から入力する制御信号に基づき従動輪差動装置と左右従動輪駆動軸の何れか一方との連結を切断及び接続し、状態検出部５２はディスコネクト機構５０の断続状態を検出しフィードバック情報として駆動制御部３６に出力する。   The disconnect mechanism 50 disconnects and connects the driven wheel differential device and either one of the left and right driven wheel drive shafts based on a control signal input from the drive control unit 36, and the state detection unit 52 includes the disconnect mechanism 50. The intermittent state is detected and output to the drive control unit 36 as feedback information.

図２は、図１に示す四輪駆動車用駆動力伝達システムにおける領域マップ３２を示す説明図である。図２（Ａ）は、アクセル開度が小さい場合に切替状態選択部３４が切替条件データベース３０から選択する領域マップ３２の一例として領域マップ３２ａを示しており、領域マップ３２ａは、縦軸を駆動輪のスリップ率γ、横軸を実車速である車体速度Ｖとして表され、スリップ率γと車体速度Ｖとの相関で示される駆動方式切替閾値Ｄａにより左上方の四輪駆動領域ＲＦａと右下方の二輪駆動領域ＲＴａに区切られている。   FIG. 2 is an explanatory diagram showing a region map 32 in the driving force transmission system for a four-wheel drive vehicle shown in FIG. FIG. 2A shows a region map 32a as an example of a region map 32 that the switching state selection unit 34 selects from the switching condition database 30 when the accelerator opening is small, and the region map 32a drives the vertical axis. The wheel slip ratio γ, the horizontal axis is represented as the vehicle speed V, which is the actual vehicle speed, and the four-wheel drive region RFa in the upper left and the lower right are driven by the driving method switching threshold Da indicated by the correlation between the slip ratio γ and the vehicle speed V. Are divided into two-wheel drive regions RTa.

図２（Ｂ）は、領域マップ３２ａよりもアクセル開度の大きな場合に選択する領域マップ３２の一例として領域マップ３２ｂを示しており、領域マップ３２ｂは、縦軸を駆動輪のスリップ率γ、横軸を実車速である車体速度Ｖとして表され、スリップ率γと車体速度Ｖとの相関で示される駆動方式切替閾値Ｄｂにより左上方の四輪駆動領域ＲＦｂと右下方の二輪駆動領域ＲＴｂに区切られている。   FIG. 2B shows a region map 32b as an example of a region map 32 that is selected when the accelerator opening is larger than the region map 32a. The region map 32b has a vertical axis indicating the slip ratio γ of the drive wheels, The horizontal axis is represented as the vehicle speed V which is the actual vehicle speed, and the upper left four-wheel drive region RFb and the lower right two-wheel drive region RTb are represented by the drive system switching threshold Db indicated by the correlation between the slip ratio γ and the vehicle speed V. It is delimited.

駆動方式切替閾値Ｄａ、Ｄｂは、車体速度Ｖが増加するに従いスリップ率γが上昇する関係にあるが、車体速度Ｖｓ以下はスリップ率γに係わらず四輪駆動領域ＲＦａ、ＲＦｂとしている。これは、四輪駆動車の発進時及び低速時においては、スリップ率γの演算誤差が大きく正確なスリップ率γが把握できないためであり、この場合、燃費向上よりも危険回避を優先して所定の車体速度Ｖｓ以下では一意的に四輪駆動とする。   The drive system switching thresholds Da and Db have a relationship in which the slip rate γ increases as the vehicle body speed V increases, but the vehicle speed Vs or less is set to the four-wheel drive regions RFa and RFb regardless of the slip rate γ. This is because the calculation error of the slip ratio γ is large and the accurate slip ratio γ cannot be grasped when the four-wheel drive vehicle starts and at a low speed. In this case, priority is given to avoiding danger over improving fuel efficiency. The four-wheel drive is uniquely set at a vehicle body speed Vs or less.

本実施形態においては、Ｖｓは概ね２０Ｋｍ／ｈであるが、この数値は任意であり、領域マップ３２は、アクセル開度に応じて複数備え、その数も任意である。また、駆動輪がスリップしないアクセル開度がゼロか小さい場合に選択される領域マップ３２には、Ｖｓを設けずに車体速度０まで二輪駆動領域があってもよい。   In this embodiment, Vs is approximately 20 Km / h, but this numerical value is arbitrary, and a plurality of area maps 32 are provided according to the accelerator opening, and the number thereof is also arbitrary. Further, the region map 32 selected when the accelerator opening at which the drive wheel does not slip is zero or small may include a two-wheel drive region up to a vehicle body speed of 0 without providing Vs.

図２（Ａ）において、駆動方式切替閾値Ｄａは、路面状態により異なるスリップ率γと車体速度Ｖの相関値の例である舗装路値ＳＴａと砂利路値ＳＧａの中間にあり、速度Ｖｓ以上の舗装路においては常に二輪駆動となることを示している。二輪駆動時に、未舗装路に進入する等の路面状態の変化で、スリップ率γが駆動方式切替閾値Ｄａを越える場合、例えば、車体速度Ｖｎ時の制御ポイントが二輪駆動領域ＲＴａのＰａ（スリップ率γａ）から四輪駆動領域ＲＦａのＰｃ（スリップ率γｃ）に移動すると四輪駆動に切り替わる。   In FIG. 2A, the drive system switching threshold Da is in the middle of the pavement road value STa and the gravel road value SGa, which are examples of the correlation value between the slip ratio γ and the vehicle body speed V, which vary depending on the road surface condition, and is equal to or higher than the speed Vs. It shows that it is always two-wheel drive on the paved road. When the slip ratio γ exceeds the drive system switching threshold Da due to a change in road surface condition such as entering an unpaved road during two-wheel drive, for example, the control point at the vehicle body speed Vn is Pa (slip ratio) of the two-wheel drive region RTa. Switching from γa) to Pc (slip rate γc) in the four-wheel drive region RFa switches to four-wheel drive.

また、四輪駆動時の、路面状態の急変による危険回避状態やコーナリング時等の非定常状態以外の、路面状態が安定している定常状態におけるイニシャル制御時に、舗装路に進入する等の路面状態の変化で、駆動輪のスリップ率γが駆動方式切替閾値Ｄａを下回ると二輪駆動に切り替わる。例えば、車体速度Ｖｎ時の制御ポイントが四輪駆動領域ＲＦａのＰｃから二輪駆動領域ＲＴａのＰａに移動すると二輪駆動に切り替わる。   Also, road conditions such as entering a paved road during initial control in a steady state where the road surface state is stable, other than a non-steady state such as a danger avoidance state due to a sudden change in road surface state or cornering during four-wheel drive When the slip ratio γ of the drive wheels falls below the drive system switching threshold Da, the two-wheel drive is switched. For example, when the control point at the vehicle body speed Vn moves from Pc in the four-wheel drive region RFa to Pa in the two-wheel drive region RTa, it switches to two-wheel drive.

二輪駆動時に車体が緩やかな加速状態の場合、すなわちアクセル開度が徐々に大きくなり駆動輪トルクが増加すると駆動輪のスリップ率γが増加する。例えば、舗装路の走行時では、図２（Ａ）の舗装路値ＳＴａから図２（Ｂ）の舗装路値ＳＴｂに変化することで、制御ポイントがＰａからＰｂ（スリップ率γｂ）に移動し、駆動方式切替閾値Ｄａを越えてしまう。   When the vehicle body is in a moderate acceleration state during two-wheel drive, that is, when the accelerator opening gradually increases and the drive wheel torque increases, the slip ratio γ of the drive wheels increases. For example, when traveling on a paved road, the control point moves from Pa to Pb (slip rate γb) by changing from the paved road value STa in FIG. 2 (A) to the paved road value STb in FIG. 2 (B). The drive method switching threshold value Da will be exceeded.

しかし、このような安定した状態ではスリップ率γが増加しても四輪駆動に切り換える必要は少なく、燃費向上を考慮するとそのまま二輪駆動状態を維持するのが望ましい。そのためには、舗装路における車体速度Ｖｎ時の制御ポイントがＰａからＰｂに変化しても、駆動制御部３６の制御が四輪駆動領域ＲＦｂに移行しない、四輪駆動領域ＲＦｂと二輪駆動領域ＲＴｂの境界が駆動方式切替閾値Ｄｂである領域マップ３２ｂが有用となる。   However, in such a stable state, there is little need to switch to four-wheel drive even if the slip ratio γ increases, and it is desirable to maintain the two-wheel drive state as it is in consideration of fuel efficiency improvement. For this purpose, even if the control point at the vehicle body speed Vn on the paved road changes from Pa to Pb, the control of the drive control unit 36 does not shift to the four-wheel drive region RFb, and the four-wheel drive region RFb and the two-wheel drive region RTb. An area map 32b in which the boundary is the drive system switching threshold Db is useful.

二輪駆動時に、仮にアクセル開度が領域マップ３２ｂの状態であっても、スリップ率γが駆動方式切替閾値Ｄｂを越える急激な加速状態の場合、例えば制御ポイントＰｄ（スリップ率γｄ）では四輪駆動に切り替わり、駆動力は従動輪にも配分される。駆動力を従動輪にも配分することで駆動輪のスリップ率γが低下し、駆動方式切替閾値Ｄｂ以下になると二輪駆動に復帰する。   Even when the accelerator opening is in the state of the region map 32b during two-wheel drive, in the case of a rapid acceleration state where the slip rate γ exceeds the drive method switching threshold Db, for example, four-wheel drive is performed at the control point Pd (slip rate γd). And the driving force is also distributed to the driven wheels. By distributing the driving force to the driven wheels, the slip ratio γ of the driving wheels is reduced, and when the driving system switching threshold value Db or less is reached, the two-wheel driving is resumed.

領域マップ３２は、アクセル開度ではなく車体加速度検出部１６が検出した車体加速度に応じて複数備えることも可能である。また、四輪駆動と二輪駆動とを切り替える判断の他の方法として、このような領域マップ３２を用いずに、所定の車体速度以上、且つ、所定のスリップ率以下では一意的に二輪駆動とすることも可能であり、更に、アクセル開度に応じて二輪駆動に切り替えるスリップ率を変化させること、四輪駆動から二輪駆動に切り替えるスリップ率と二輪駆動から四輪駆動に切り替えるスリップ率を別に設定することも可能である。   A plurality of area maps 32 may be provided according to the vehicle body acceleration detected by the vehicle body acceleration detection unit 16 instead of the accelerator opening. In addition, as another method for determining switching between four-wheel drive and two-wheel drive, two-wheel drive is uniquely set at a predetermined vehicle body speed or higher and a predetermined slip ratio or lower without using such an area map 32. It is also possible to change the slip ratio to switch to two-wheel drive according to the accelerator opening, and set the slip ratio to switch from four-wheel drive to two-wheel drive and the slip ratio to switch from two-wheel drive to four-wheel drive separately It is also possible.

図３は、図１に示す四輪駆動車用駆動力伝達システムにおける駆動方式切替条件の他の実施形態を示す説明図であり、駆動方式切替条件を縦軸に駆動輪のスリップ率γ、横軸に実車速である車体速度Ｖとするグラフで表している。   FIG. 3 is an explanatory view showing another embodiment of the drive system switching condition in the driving force transmission system for a four-wheel drive vehicle shown in FIG. This is represented by a graph with the vehicle body speed V being the actual vehicle speed on the axis.

図３に示すように、車体速度Ｖｓ以下はスリップ率γに係わらず四輪駆動範囲ＡＦとするが、これは図２で述べたように、四輪駆動車の発進時及び低速時においては、スリップ率γの演算誤差が大きく正確なスリップ率γが把握できないためであり、この場合、燃費向上よりも危険回避を優先して所定の車体速度以下では一意的に四輪駆動とする。   As shown in FIG. 3, the vehicle speed Vs or less is set to the four-wheel drive range AF regardless of the slip ratio γ. However, as described with reference to FIG. This is because the calculation error of the slip ratio γ is large and the accurate slip ratio γ cannot be grasped. In this case, priority is given to avoiding the risk over the improvement of the fuel consumption, and the four-wheel drive is uniquely performed below the predetermined vehicle body speed.

また、二輪駆動から四輪駆動に切り替えるスリップ率γｆａと、四輪駆動から二輪駆動に切り替えるスリップ率γｔａを設定し、グラフ上では車体速度Ｖに関係しない四輪駆動切替値Ｆａ及び二輪駆動切替値Ｔａで、四輪駆動範囲ＡＦと二輪駆動範囲ＡＴを区切るように示している。   Also, a slip ratio γfa for switching from two-wheel drive to four-wheel drive and a slip ratio γta for switching from four-wheel drive to two-wheel drive are set, and the four-wheel drive switching value Fa and the two-wheel drive switching value that are not related to the vehicle body speed V on the graph. Ta indicates that the four-wheel drive range AF and the two-wheel drive range AT are separated.

切り替え方向により異なるスリップ率γを使用するのは、二輪駆動から四輪駆動への切り替えは危険回避の場合もあるためであり、四輪駆動から二輪駆動に切り替える場合よりも、二輪駆動から四輪駆動に切り替える場合のスリップ率γを低く設定している。すなわち、四輪駆動への切り替え用のスリップ率γｆａの方が二輪駆動への切り替え用のスリップ率γｔａよりも低い値となっている。   The reason for using a different slip ratio γ depending on the switching direction is that switching from two-wheel drive to four-wheel drive may be a risk avoidance, so that two-wheel drive to four-wheel drive is more effective than switching from four-wheel drive to two-wheel drive. The slip ratio γ when switching to driving is set low. That is, the slip ratio γfa for switching to four-wheel drive is lower than the slip ratio γta for switching to two-wheel drive.

更に、アクセル開度が大きくなるに従いスリップ率γｆａ、γｔａを各々スリップ率γｆｂ、γｔｂに引き上げ、四輪駆動切替値Ｆｂ及び二輪駆動切替値Ｔｂとすることで、二輪駆動の加速時に無用な四輪駆動への切り替えを防止する。   Further, as the accelerator opening increases, the slip ratios γfa and γta are increased to the slip ratios γfb and γtb, respectively, to obtain the four-wheel drive switching value Fb and the two-wheel drive switching value Tb. Prevent switching to drive.

図４は、図１に示す四輪駆動車用駆動力伝達システムにおける駆動力伝達装置３８の実施形態を示した説明図であり、二輪駆動は後輪を駆動する方式の車両に適用した場合である。図４において、本実施形態の駆動力伝達装置３８は四輪駆動車１００に設けられ、駆動力配分装置４０、駆動輪差動装置４６及び従動輪差動装置４８を備える。   FIG. 4 is an explanatory view showing an embodiment of the driving force transmission device 38 in the driving force transmission system for a four-wheel drive vehicle shown in FIG. 1, and the two-wheel drive is applied to a vehicle of a system for driving the rear wheels. is there. In FIG. 4, the driving force transmission device 38 of the present embodiment is provided in the four-wheel drive vehicle 100 and includes a driving force distribution device 40, a driving wheel differential device 46, and a driven wheel differential device 48.

駆動力配分装置４０は、入力軸１１２、後輪出力軸１１４、多板クラッチ機構４２、スプロケット１１６、１１８、チェーンベルト１２０、前輪出力軸１２２及び従動輪トルク検出部４４を備える。   The driving force distribution device 40 includes an input shaft 112, a rear wheel output shaft 114, a multi-plate clutch mechanism 42, sprockets 116 and 118, a chain belt 120, a front wheel output shaft 122, and a driven wheel torque detector 44.

駆動輪差動装置４６は、ドライブピニオン１２４、リングギア１２６、ピニオン１２８、１３０、サイドギア１３２、１３４を備え、従動輪差動装置４８は、ドライブピニオン１４４、リングギア１４６、ピニオン１４８、１５０、サイドギア１５２、１５４を備える。   The drive wheel differential device 46 includes a drive pinion 124, a ring gear 126, pinions 128 and 130, and side gears 132 and 134. The driven wheel differential device 48 includes a drive pinion 144, a ring gear 146, pinions 148 and 150, and a side gear. 152, 154.

駆動輪差動装置４６及び従動輪差動装置４８は各々後輪プロペラシャフト１０６及び前輪プロペラシャフト１６４を介して駆動力配分装置４０に連結される。   The driving wheel differential device 46 and the driven wheel differential device 48 are connected to the driving force distribution device 40 via the rear wheel propeller shaft 106 and the front wheel propeller shaft 164, respectively.

エンジン１０２からの駆動力は変速機１０４で変速され、駆動力配分装置４０の入力軸１１２に入力し、二輪駆動時に、入力軸１１２に同軸に設けられた多板クラッチ機構４２が開放されている場合、駆動力はそのまま後輪出力軸１１４に出力され、自在継手１０８、後輪プロペラシャフト１０６、自在継手１１０を介し、駆動輪差動装置４６のドライブピニオン１２４に伝達される。   The driving force from the engine 102 is shifted by the transmission 104 and input to the input shaft 112 of the driving force distribution device 40, and the multi-plate clutch mechanism 42 provided coaxially with the input shaft 112 is opened during two-wheel drive. In this case, the driving force is output to the rear wheel output shaft 114 as it is, and is transmitted to the drive pinion 124 of the driving wheel differential device 46 via the universal joint 108, the rear wheel propeller shaft 106, and the universal joint 110.

ドライブピニオン１２４は、リングギア１２６、ピニオン１２８、１３０、サイドギア１３２、１３４を介して左後輪駆動軸１３６及び右後輪駆動軸１３８を駆動し、左後輪駆動軸１３６及び右後輪駆動軸１３８は各々左後輪１４０及び右後輪１４２を回転させ駆動力を路面に伝達する。コーナリング時や路面状態の変化等により左後輪１４０と右後輪１４２に回転速度差が生じても、駆動輪差動装置４６は回転速度差を吸収し、左後輪１４０及び右後輪１４２に等しいトルクを与え回転させる。   The drive pinion 124 drives the left rear wheel drive shaft 136 and the right rear wheel drive shaft 138 via the ring gear 126, the pinions 128 and 130, and the side gears 132 and 134, and the left rear wheel drive shaft 136 and the right rear wheel drive shaft. 138 respectively rotates the left rear wheel 140 and the right rear wheel 142 to transmit the driving force to the road surface. Even if a difference in rotational speed occurs between the left rear wheel 140 and the right rear wheel 142 due to cornering or a change in road surface condition, the drive wheel differential 46 absorbs the rotational speed difference, and the left rear wheel 140 and the right rear wheel 142 Apply a torque equal to and rotate.

二輪駆動時に、駆動制御部３６がスリップ率演算部２６の算出した駆動輪である左後輪１４０又は右後輪１４２のスリップ率が四輪駆動領域にあると判断すると、四輪駆動に切換えるために駆動制御部３６は多板クラッチ機構４２を締結する。多板クラッチ機構４２が締結されると、多板クラッチ機構４２に同軸に連結されたスプロケット１１６がチェーンベルト１２０を介しスプロケット１１８を回転させることで駆動力は前輪出力軸１２２にも伝達される。   When the drive control unit 36 determines that the slip rate of the left rear wheel 140 or the right rear wheel 142, which is the drive wheel calculated by the slip rate calculation unit 26, is in the four-wheel drive region during two-wheel drive, The drive controller 36 fastens the multi-plate clutch mechanism 42. When the multi-plate clutch mechanism 42 is fastened, the sprocket 116 connected coaxially to the multi-plate clutch mechanism 42 rotates the sprocket 118 via the chain belt 120, so that the driving force is also transmitted to the front wheel output shaft 122.

従動輪トルク検出部４４は、多板クラッチ機構４２の多板クラッチの押圧状態を検出し、駆動制御部３６にフィードバック情報として出力する。検出値としては、多板クラッチ機構４２を駆動するアクチュエータやセンサの種類に応じて油圧、電流値の何れでも構わない。また、従動輪のトルク検出は多板クラッチの押圧状態ではなく、前輪出力軸１２２等の従動輪に駆動力が伝達される部位のトルク歪みを非接触で検出するトルクセンサを用いることも可能である。   The driven wheel torque detection unit 44 detects the pressing state of the multi-plate clutch of the multi-plate clutch mechanism 42 and outputs it as feedback information to the drive control unit 36. The detected value may be either a hydraulic pressure or a current value depending on the type of actuator or sensor that drives the multi-plate clutch mechanism 42. In addition, the torque detection of the driven wheel is not a pressing state of the multi-plate clutch, and it is also possible to use a torque sensor that detects the torque distortion of the portion where the driving force is transmitted to the driven wheel such as the front wheel output shaft 122 without contact. is there.

前輪出力軸１２２から出力された駆動力は自在継手１６６、前輪プロペラシャフト１６４、自在継手１６８を介し、従動輪差動装置４８のドライブピニオン１４４に伝達され、ドライブピニオン１４４は、リングギア１４６、ピニオン１４８、１５０、サイドギア１５２、１５４を介して左前輪駆動軸１５６及び右前輪駆動軸１５８を駆動し、左前輪駆動軸１５６及び右前輪駆動軸１５８は各々左前輪１６０及び右前輪１６２を回転させ駆動力を路面に伝達する。   The driving force output from the front wheel output shaft 122 is transmitted to the drive pinion 144 of the driven wheel differential device 48 via the universal joint 166, the front wheel propeller shaft 164, and the universal joint 168. The drive pinion 144 includes the ring gear 146 and the pinion. The left front wheel drive shaft 156 and the right front wheel drive shaft 158 are driven via 148, 150 and the side gears 152, 154, and the left front wheel drive shaft 156 and the right front wheel drive shaft 158 rotate and drive the left front wheel 160 and the right front wheel 162, respectively. Transmit power to the road surface.

ディスコネクト機構５０は、四輪駆動時にはサイドギア１５２と左前輪駆動軸１５６を連結しており、サイドギア１５２の回転はそのまま左前輪駆動軸１５６に伝達される。コーナリング時や路面状態の変化等により左前輪１６０と右前輪１６２に回転速度差が生じても、前輪差動装置４８は回転速度差を吸収し、左前輪１６０及び右前輪１６２に等しいトルクを与え回転させる。   The disconnect mechanism 50 connects the side gear 152 and the left front wheel drive shaft 156 during four-wheel drive, and the rotation of the side gear 152 is transmitted to the left front wheel drive shaft 156 as it is. Even if there is a difference in rotational speed between the left front wheel 160 and the right front wheel 162 due to cornering or changes in road surface conditions, the front wheel differential 48 absorbs the rotational speed difference and gives equal torque to the left front wheel 160 and the right front wheel 162. Rotate.

多板クラッチ機構４２の締結力はサーボモータにより連続的に制御され、必要に応じて前輪出力軸１２２へ伝達する駆動力を増減させることで、前後輪の駆動力配分を制御する。   The fastening force of the multi-plate clutch mechanism 42 is continuously controlled by a servo motor, and the driving force distribution of the front and rear wheels is controlled by increasing or decreasing the driving force transmitted to the front wheel output shaft 122 as necessary.

左前輪１６０及び右前輪１６２にも駆動力が配分されたことで、左後輪１４０及び右後輪１４２の駆動力が減少し、駆動制御部３６がスリップ率演算部２６の算出したスリップ率が二輪駆動領域にあると判断すると、今度は多板クラッチ機構４２を開放する。多板クラッチ機構４２が開放されるとスプロケット１１６への駆動力が絶たれ、左前輪１６０及び右前輪１６２に駆動力が伝達されなくなる。   Since the driving force is also distributed to the left front wheel 160 and the right front wheel 162, the driving force of the left rear wheel 140 and the right rear wheel 142 is reduced, and the slip ratio calculated by the slip ratio calculation unit 26 by the drive control unit 36 is reduced. If it is determined that the vehicle is in the two-wheel drive region, then the multi-plate clutch mechanism 42 is released. When the multi-plate clutch mechanism 42 is released, the driving force to the sprocket 116 is cut off, and the driving force is not transmitted to the left front wheel 160 and the right front wheel 162.

四輪駆動から二輪駆動に切り替わると、ディスコネクト機構５０はサイドギア１５２と左前輪駆動軸１５６との連結を絶ち、左前輪１６０及び右前輪１６２が路面から受ける回転力がリングギア１４６を回転させることを防止する。これにより、二輪駆動時に燃費低下を招く要因である、前輪を駆動しない二輪駆動時にもリングギア１４６からスプロケット１１６までの前輪駆動力伝達区間１７０が回転してしまう問題を解消できる。   When the four-wheel drive is switched to the two-wheel drive, the disconnect mechanism 50 disconnects the side gear 152 and the left front wheel drive shaft 156, and the rotational force received by the left front wheel 160 and the right front wheel 162 from the road surface causes the ring gear 146 to rotate. To prevent. As a result, it is possible to solve the problem that the front wheel driving force transmission section 170 from the ring gear 146 to the sprocket 116 rotates even during the two-wheel drive that does not drive the front wheels, which is a factor that causes a reduction in fuel consumption during the two-wheel drive.

図４において、仮に、二輪駆動時にサイドギア１５２と左前輪駆動軸１５６が連結されていると、例えばサイドギア１５２とサイドギア１５４が同方向に同速度で回転する場合、ピニオン１４８及びピニオン１５０は自転せずにリングギア１４６が回転する。   In FIG. 4, if the side gear 152 and the left front wheel drive shaft 156 are connected during two-wheel drive, for example, when the side gear 152 and the side gear 154 rotate at the same speed in the same direction, the pinion 148 and the pinion 150 do not rotate. Then, the ring gear 146 rotates.

サイドギア１５２とサイドギア１５４に回転速度差があったとしても同方向の回転であれば回転速度は変化するがリングギア１４６は回転し、リングギア１４６が回転することで連結しているドライブピニオン１４４、自在継手１６８、前輪プロペラシャフト１６４、自在継手１６６、前輪出力軸１２２、スプロケット１１８、チェーンベルト１２０、スプロケット１１６が回転してしまう。   Even if there is a difference in rotational speed between the side gear 152 and the side gear 154, if the rotation is in the same direction, the rotational speed changes, but the ring gear 146 rotates, and the drive pinion 144 connected by the ring gear 146 rotating, The universal joint 168, the front wheel propeller shaft 164, the universal joint 166, the front wheel output shaft 122, the sprocket 118, the chain belt 120, and the sprocket 116 are rotated.

この、リングギア１４６からスプロケット１１６までの前輪駆動力伝達区間１７０は二輪駆動時には回転する必要のない部位であるにも関わらず、この部分の回転がオイルの攪拌抵抗や軸受部の摩擦損失等を引き起こす。すなわち、左後輪１４０及び右後輪１４２から路面に伝わった駆動力が左前輪１６０及び右前輪１６２を回転させることで、二輪駆動に必要のない前輪駆動力伝達区間１７０を回転させ、駆動力の損失となり燃費低下を招いてしまう。   Although the front wheel driving force transmission section 170 from the ring gear 146 to the sprocket 116 is a portion that does not need to be rotated during two-wheel drive, the rotation of this portion reduces oil stirring resistance, friction loss of the bearing portion, and the like. cause. That is, the driving force transmitted from the left rear wheel 140 and the right rear wheel 142 to the road surface rotates the left front wheel 160 and the right front wheel 162, thereby rotating the front wheel driving force transmission section 170 that is not necessary for the two-wheel driving, thereby driving the driving force. Resulting in a reduction in fuel consumption.

そこで、本発明にあっては、二輪駆動時にディスコネクト機構５０によりサイドギア１５２と左前輪駆動軸１５６の連結を絶つことで、前輪駆動力伝達区間１７０の回転を防止している。   Therefore, in the present invention, the rotation of the front wheel driving force transmission section 170 is prevented by disconnecting the side gear 152 and the left front wheel drive shaft 156 by the disconnect mechanism 50 during two-wheel drive.

サイドギア１５２と左前輪駆動軸１５６の連結が絶たれると、左前輪１６０の回転はサイドギア１５２に伝わらず、そのため、右前輪１６２によるサイドギア１５４の回転はピニオン１４８及びピニオン１５０を介してサイドギア１５２を反対方向に回転させることが可能で、このピニオン１４８、１５０及びサイドギア１５２の回転抵抗よりも、リングギア１４６に繋がるドライブピニオン１４４からスプロケット１１６までの回転抵抗の方が大きいため、リングギア１４６は回転しない。   When the connection between the side gear 152 and the left front wheel drive shaft 156 is broken, the rotation of the left front wheel 160 is not transmitted to the side gear 152. Therefore, the rotation of the side gear 154 by the right front wheel 162 is opposite to the side gear 152 via the pinion 148 and the pinion 150. Since the rotational resistance from the drive pinion 144 connected to the ring gear 146 to the sprocket 116 is larger than the rotational resistance of the pinions 148 and 150 and the side gear 152, the ring gear 146 does not rotate. .

リングギア１４６が回転しないということは、前輪駆動力伝達区間１７０が回転しないことであり、この場合の駆動力の損失はピニオン１４８、１５０、サイドギア１５２が回転する部分だけとなり、ディスコネクト機構５０がなく前輪駆動力伝達区間１７０が回転してしまう場合と比べて駆動力の損失が少なく、燃費向上が可能である。   The fact that the ring gear 146 does not rotate means that the front wheel driving force transmission section 170 does not rotate. In this case, the driving force is lost only in the portion where the pinions 148 and 150 and the side gear 152 rotate, and the disconnect mechanism 50 As compared with the case where the front wheel driving force transmission section 170 is rotated, the loss of driving force is small and the fuel efficiency can be improved.

状態検出部５２は、ディスコネクト機構５０が切断されているか接続されているかを検出し、フィードバック情報として駆動制御部３６に出力する。   The state detection unit 52 detects whether the disconnect mechanism 50 is disconnected or connected, and outputs it to the drive control unit 36 as feedback information.

なお、本実施形態において、ディスコネクト機構５０は従動輪差動装置４８内のサイドギア１５２と左前輪駆動軸１５６の中間に設置されているが、サイドギア１５２と左前輪駆動軸１５６を断続する位置、あるいはサイドギア１５４と右前輪駆動軸１５８を断続する位置、又はその両方の位置であれば前輪差動装置４８内に設置するか外に設置するかを問わない。更に、ピニオン１４８、１５０、サイドギア１５２、１５４で構成するユニットをリングギア１４６と分離し、その連結を断続する方式等の他の機構でも構わない。   In the present embodiment, the disconnect mechanism 50 is installed between the side gear 152 and the left front wheel drive shaft 156 in the driven wheel differential device 48, but the position where the side gear 152 and the left front wheel drive shaft 156 are intermittently connected, Alternatively, whether the side gear 154 and the right front wheel drive shaft 158 are intermittently connected, or both of them, may be installed in the front wheel differential 48 or outside. Further, another mechanism such as a system in which the unit constituted by the pinions 148 and 150 and the side gears 152 and 154 is separated from the ring gear 146 and the connection thereof is interrupted may be used.

図５は、図４の駆動力配分装置４０の実施形態を示した断面図である。図５において、駆動力配分装置４０はケース１７２を有し、ケース１７２の左側にエンジン１０２からの駆動力を変速機１０４を介して入力する入力軸１１２が設けられ、入力軸１１２は、ケース１７２の右側に配置された後輪出力軸１１４に直結されている。   FIG. 5 is a cross-sectional view showing an embodiment of the driving force distribution device 40 of FIG. In FIG. 5, the driving force distribution device 40 has a case 172, and an input shaft 112 for inputting the driving force from the engine 102 via the transmission 104 is provided on the left side of the case 172. Is directly connected to the rear wheel output shaft 114 arranged on the right side of the rear wheel.

入力軸１１２と同軸に多板クラッチ機構４２とボールカム機構１７４が設けられ、多板クラッチ機構４２はクラッチハブ１７６を入力軸１１２に固定し、クラッチドラム１７８を入力軸１１２に対し回転自在に設けたスプロケット１１６に固定している。   A multi-plate clutch mechanism 42 and a ball cam mechanism 174 are provided coaxially with the input shaft 112. The multi-plate clutch mechanism 42 fixes the clutch hub 176 to the input shaft 112 and the clutch drum 178 is rotatably provided with respect to the input shaft 112. It is fixed to the sprocket 116.

入力軸１１２と平行に、後輪出力軸１１４と反対側に駆動力を出力する前輪出力軸１２２がケース１７２の左下側に設けられており、前輪出力軸１２２にはスプロケット１１８が接続され、多板クラッチ機構４２側のスプロケット１１６との間にチェーンベルト１２０を掛けて連結している。   A front wheel output shaft 122 that outputs a driving force to the opposite side of the rear wheel output shaft 114 is provided on the lower left side of the case 172 in parallel with the input shaft 112, and a sprocket 118 is connected to the front wheel output shaft 122. A chain belt 120 is hung and connected to the sprocket 116 on the plate clutch mechanism 42 side.

前輪出力軸１２２に伝達される従動輪トルクは、サーボモータ装置１９２の電流値、又は、油圧を介した圧力センサで検出したボールカム機構１７４の多板クラッチ押圧力を、フィードバック情報として駆動制御部３６に出力し演算する。   The driven wheel torque transmitted to the front wheel output shaft 122 is obtained by using the current value of the servo motor device 192 or the multi-plate clutch pressing force of the ball cam mechanism 174 detected by a pressure sensor via hydraulic pressure as feedback information. Output to and calculate.

このような駆動力配分装置４０において、二輪駆動時には、多板クラッチ機構４２のクラッチハブ１７６とクラッチドラム１７８の間が開放され、入力軸１１２の駆動力は後輪出力軸１１４に直接伝達される。   In such a driving force distribution device 40, during two-wheel drive, the clutch hub 176 and the clutch drum 178 of the multi-plate clutch mechanism 42 are opened, and the driving force of the input shaft 112 is directly transmitted to the rear wheel output shaft 114. .

四輪駆動時にあっては、多板クラッチ機構４２が締結され、入力軸１１２からの駆動力を多板クラッチ機構４２、スプロケット１１６、チェーンベルト１２０、スプロケット１１８を介して前輪出力軸１２２にも伝達する。   During four-wheel drive, the multi-plate clutch mechanism 42 is engaged, and the driving force from the input shaft 112 is transmitted to the front wheel output shaft 122 via the multi-plate clutch mechanism 42, the sprocket 116, the chain belt 120, and the sprocket 118. To do.

多板クラッチ機構４２に対しては、クラッチハブ１７６とクラッチドラム１７８の間に設けた複数のクラッチ板１８０の締結力を制御するボールカム機構１７４が設けられ、ボールカム機構１７４は、入力軸１１２と同軸に相対回転自在に設けられた一対の固定カムプレート１８２と回転カムプレート１８４の相対する面に設けたボールカム溝１８６にボール１９０を挟んで保持している。   For the multi-plate clutch mechanism 42, a ball cam mechanism 174 that controls the fastening force of a plurality of clutch plates 180 provided between the clutch hub 176 and the clutch drum 178 is provided. The ball cam mechanism 174 is coaxial with the input shaft 112. A ball 190 is held between a pair of fixed cam plate 182 and a ball cam groove 186 provided on the opposing surfaces of the rotating cam plate 184.

サーボモータ装置１９２は、回転カムプレート１８４のボールカム溝１８６とは反対側の端部に形成されたギア部１８８に係合する駆動ギア１９４を回転させ、回転カムプレート１８４の左側には押圧部材１９６が配置される。押圧部材１９６は、クラッチハブ１７６との間に備わる復帰ばね１９８により、多板クラッチ機構４２の開放方向に付勢されている。   The servo motor device 192 rotates a driving gear 194 that engages with a gear portion 188 formed at the end of the rotating cam plate 184 opposite to the ball cam groove 186, and a pressing member 196 is placed on the left side of the rotating cam plate 184. Is placed. The pressing member 196 is biased in the opening direction of the multi-plate clutch mechanism 42 by a return spring 198 provided between the pressing member 196 and the clutch hub 176.

ボールカム機構１７４は、駆動ギア１９４により回転カムプレート１８４が固定カムプレート１８２に対し所定方向に回転駆動されると、ボールカム溝１８６に挟まれているボール１９０による押圧を受けて押圧部材１９６及び復帰ばね１９８を軸方向に押し、押圧部材１９６が多板クラッチ機構４２のクラッチ板１８０を押すことで、駆動ギア１９４の回転量に応じて伝達トルクを増加させ、最大押付け位置で直結状態となる。   When the rotary cam plate 184 is driven to rotate in a predetermined direction with respect to the fixed cam plate 182 by the drive gear 194, the ball cam mechanism 174 receives pressure from the ball 190 sandwiched between the ball cam grooves 186 and receives the pressing member 196 and the return spring. When 198 is pushed in the axial direction and the pressing member 196 pushes the clutch plate 180 of the multi-plate clutch mechanism 42, the transmission torque is increased according to the amount of rotation of the drive gear 194, and the direct connection state is established at the maximum pressing position.

図６は、図１に示す四輪駆動車用駆動力伝達システムにおける駆動力伝達装置３８の他の実施形態を示した説明図であり、二輪駆動は前輪を駆動する方式の車両に適用した場合である。図６において、本実施形態の駆動力伝達装置３８は四輪駆動車２００に設けられ、駆動力配分装置４０、駆動輪差動装置４６及び従動輪差動装置４８を備える。   FIG. 6 is an explanatory view showing another embodiment of the driving force transmission device 38 in the driving force transmission system for a four-wheel drive vehicle shown in FIG. 1, and the two-wheel drive is applied to a vehicle of a system for driving the front wheels. It is. In FIG. 6, the driving force transmission device 38 of this embodiment is provided in a four-wheel drive vehicle 200 and includes a driving force distribution device 40, a driving wheel differential device 46, and a driven wheel differential device 48.

駆動力配分装置４０は、入力軸２１２、後輪出力軸２１４、多板クラッチ機構４２、ベベルギア２１６、出力ピニオン２１８及び従動輪トルク検出部４４を備える。   The driving force distribution device 40 includes an input shaft 212, a rear wheel output shaft 214, a multi-plate clutch mechanism 42, a bevel gear 216, an output pinion 218, and a driven wheel torque detection unit 44.

駆動輪差動装置４６は、リングギア２２６、ピニオン２２８、２３０、サイドギア２３２、２３４を備え、リングギア２２６は、駆動力配分装置４０の入力軸２１２に連結している。   The driving wheel differential device 46 includes a ring gear 226, pinions 228 and 230, and side gears 232 and 234, and the ring gear 226 is connected to the input shaft 212 of the driving force distribution device 40.

従動輪差動装置４８は、ドライブピニオン２４４、リングギア２４６、ピニオン２４８、２５０、サイドギア２５２、２５４、ディスコネクト機構５０及び状態検出部５２を備え、プロペラシャフト２０６を介して駆動力配分装置４０の出力軸２１４に連結している。   The driven wheel differential device 48 includes a drive pinion 244, a ring gear 246, pinions 248, 250, side gears 252, 254, a disconnect mechanism 50, and a state detection unit 52, and the driving force distribution device 40 via the propeller shaft 206. It is connected to the output shaft 214.

エンジン２０２からの駆動力は変速機２０４で変速され、変速機２０４の出力ギア２２４、駆動輪差動装置４６のリングギア２２６を介して駆動力配分装置４０の入力軸２１２に入力するが、二輪駆動時に入力軸２１２に同軸に設けられた多板クラッチ機構４２が開放されている場合は、駆動力は後輪出力軸２１４に出力されない。   The driving force from the engine 202 is shifted by the transmission 204 and is input to the input shaft 212 of the driving force distribution device 40 via the output gear 224 of the transmission 204 and the ring gear 226 of the driving wheel differential device 46. When the multi-plate clutch mechanism 42 provided coaxially with the input shaft 212 is opened during driving, the driving force is not output to the rear wheel output shaft 214.

リングギア２２６に入力された駆動力は、ピニオン２２８、２３０、サイドギア２３２、２３４を介して左前輪駆動軸２３６及び右前輪駆動軸２３８を駆動し、左前輪駆動軸２３６及び右前輪駆動軸２３８は各々左前輪２４０及び右前輪２４２を回転させ駆動力を路面に伝達する。コーナリング時や路面状態の変化等により左前輪２４０と右前輪２４２に回転速度差が生じても、駆動輪差動装置４６は回転速度差を吸収し、左前輪２４０及び右前輪２４２に等しいトルクを与え回転させる。   The driving force input to the ring gear 226 drives the left front wheel drive shaft 236 and the right front wheel drive shaft 238 via the pinions 228 and 230 and the side gears 232 and 234, and the left front wheel drive shaft 236 and the right front wheel drive shaft 238 The left front wheel 240 and the right front wheel 242 are rotated to transmit the driving force to the road surface. Even if there is a difference in rotational speed between the left front wheel 240 and the right front wheel 242 due to cornering or a change in the road surface condition, the drive wheel differential 46 absorbs the rotational speed difference and applies the same torque to the left front wheel 240 and the right front wheel 242. Rotate giving.

二輪駆動時に、駆動制御部３６がスリップ率演算部２６の算出した駆動輪である左前輪２４０又は右前輪２４２のスリップ率が四輪駆動領域にあると判断すると、四輪駆動に切換えるために多板クラッチ機構４２を締結する。多板クラッチ機構４２が締結されると、多板クラッチ機構４２に同軸に連結されたベベルギア２１６が出力ピニオン２１８を回転させることで駆動力は後輪出力軸２１４にも伝達される。   When the drive control unit 36 determines that the slip ratio of the left front wheel 240 or the right front wheel 242 calculated by the slip ratio calculation unit 26 is in the four-wheel drive region during two-wheel drive, the drive control unit 36 may switch to four-wheel drive. The plate clutch mechanism 42 is fastened. When the multi-plate clutch mechanism 42 is fastened, the driving force is transmitted to the rear wheel output shaft 214 as the bevel gear 216 coaxially connected to the multi-plate clutch mechanism 42 rotates the output pinion 218.

後輪出力軸２１４に伝達される従動輪トルクは、サーボモータ装置２９２の電流値、又は、油圧を介した圧力センサで検出したボールカム機構２７４の多板クラッチ押圧力を、フィードバック情報として駆動制御部３６に出力し演算する。   The driven wheel torque transmitted to the rear wheel output shaft 214 is obtained by using the current value of the servo motor device 292 or the multi-plate clutch pressing force of the ball cam mechanism 274 detected by a pressure sensor via hydraulic pressure as feedback information. It outputs to 36 and calculates.

後輪出力軸２１４から出力された駆動力は自在継手２０８、プロペラシャフト２０６、自在継手２１０を介し、従動輪差動装置４８のドライブピニオン２４４に伝達され、ドライブピニオン２４４は、リングギア２４６、ピニオン２４８、２５０、サイドギア２５２、２５４を介して左後輪駆動軸２５６及び右後輪駆動軸２５８を駆動し、左後輪駆動軸２５６及び右後輪駆動軸２５８は各々左後輪２６０及び右後輪２６２を回転させ駆動力を路面に伝達する。   The driving force output from the rear wheel output shaft 214 is transmitted to the drive pinion 244 of the driven wheel differential device 48 via the universal joint 208, the propeller shaft 206, and the universal joint 210. The drive pinion 244 includes the ring gear 246, the pinion The left rear wheel drive shaft 256 and the right rear wheel drive shaft 258 are driven through 248, 250 and the side gears 252, 254, and the left rear wheel drive shaft 256 and the right rear wheel drive shaft 258 are driven by the left rear wheel 260 and the right rear wheel, respectively. The wheel 262 is rotated to transmit the driving force to the road surface.

ディスコネクト機構５０は四輪駆動時にはサイドギア２５４と右後輪駆動軸２５８を連結しており、サイドギア２５４の回転はそのまま右後輪駆動軸２５８に伝達される。コーナリング時や路面状態の変化等により左後輪２６０と右後輪２６２に回転速度差が生じても、従動輪差動装置４８は回転速度差を吸収し、左後輪２６０及び右後輪２６２に等しいトルクを与え回転させる。   The disconnect mechanism 50 connects the side gear 254 and the right rear wheel drive shaft 258 during four-wheel drive, and the rotation of the side gear 254 is transmitted to the right rear wheel drive shaft 258 as it is. Even if a difference in rotational speed occurs between the left rear wheel 260 and the right rear wheel 262 due to cornering or a change in road surface condition, the driven wheel differential device 48 absorbs the rotational speed difference, and the left rear wheel 260 and the right rear wheel 262. Apply a torque equal to and rotate.

多板クラッチ機構４２の締結力はサーボモータにより連続的に制御され、必要に応じて後輪出力軸２１４へ伝達する駆動力を増減させることで、前後輪の駆動力配分を制御する。   The fastening force of the multi-plate clutch mechanism 42 is continuously controlled by a servomotor, and the driving force distribution of the front and rear wheels is controlled by increasing or decreasing the driving force transmitted to the rear wheel output shaft 214 as necessary.

左後輪２６０及び右後輪２６２にも駆動力が配分されたことで、左前輪２４０及び右前輪２４２の駆動力が減少し、駆動制御部３６がスリップ率演算部２６の算出したスリップ率が二輪駆動領域にあると判断すると、今度は多板クラッチ機構４２を開放する。多板クラッチ機構４２が開放されるとベベルギア２１６への駆動力が絶たれ、左後輪２６０及び右後輪２６２に駆動力が伝達されなくなる。   Since the driving force is also distributed to the left rear wheel 260 and the right rear wheel 262, the driving force of the left front wheel 240 and the right front wheel 242 is reduced, and the slip rate calculated by the slip rate calculating unit 26 by the drive control unit 36 is reduced. If it is determined that the vehicle is in the two-wheel drive region, then the multi-plate clutch mechanism 42 is released. When the multi-plate clutch mechanism 42 is released, the driving force to the bevel gear 216 is cut off, and the driving force is not transmitted to the left rear wheel 260 and the right rear wheel 262.

四輪駆動から二輪駆動に切り替わると、ディスコネクト機構５０はサイドギア２５４と右後輪駆動軸２５８との連結を絶ち、左後輪２６０及び右後輪２６２が路面から受ける回転力がリングギア２４６を回転させることを防止する。これにより、二輪駆動時に燃費低下を招く要因である、後輪を駆動しない二輪駆動時にもリングギア２４６からベベルギア２１６までの後輪駆動力伝達区間２７０が回転してしまう問題を解消できる。   When the four-wheel drive is switched to the two-wheel drive, the disconnect mechanism 50 disconnects the side gear 254 and the right rear wheel drive shaft 258, and the rotational force received by the left rear wheel 260 and the right rear wheel 262 from the road surface causes the ring gear 246 to move. Prevent rotation. As a result, it is possible to solve the problem that the rear wheel driving force transmission section 270 from the ring gear 246 to the bevel gear 216 rotates even during the two-wheel drive that does not drive the rear wheel, which is a factor that causes a reduction in fuel consumption during the two-wheel drive.

図６において、仮に、二輪駆動時にサイドギア２５４と右後輪駆動軸２５８が連結されていると、例えばサイドギア２５２とサイドギア２５４が同方向に同速度で回転する場合、ピニオン２４８及びピニオン２５０は自転せずにリングギア２４６が回転する。   In FIG. 6, if the side gear 254 and the right rear wheel drive shaft 258 are connected during two-wheel drive, for example, when the side gear 252 and the side gear 254 rotate at the same speed in the same direction, the pinion 248 and the pinion 250 rotate. Without rotation, the ring gear 246 rotates.

サイドギア２５２とサイドギア２５４に回転速度差があったとしても同方向の回転であれば回転速度は変化するがリングギア２４６は回転し、リングギア２４６が回転することで連結しているドライブピニオン２４４、自在継手２１０、プロペラシャフト２０６、自在継手２０８、後輪出力軸２１４、出力ピニオン２１８、ベベルギア２１６が回転してしまう。   Even if there is a difference in rotational speed between the side gear 252 and the side gear 254, if the rotation is in the same direction, the rotational speed changes, but the ring gear 246 rotates, and the drive pinion 244 connected by the ring gear 246 rotating, The universal joint 210, the propeller shaft 206, the universal joint 208, the rear wheel output shaft 214, the output pinion 218, and the bevel gear 216 are rotated.

この、リングギア２４６からベベルギア２１６までの後輪駆動力伝達区間２７０は二輪駆動時には回転する必要のない部位であるにも関わらず、この部分の回転がオイルの攪拌抵抗や軸受部の摩擦損失等を引き起こす。すなわち、左前輪２４０及び右前輪２４２から路面に伝わった駆動力が左後輪２６０及び右後輪２６２を回転させることで、二輪駆動に必要のない後輪駆動力伝達区間２７０を回転させ、駆動力の損失となり燃費低下を招いてしまう。   Although the rear wheel driving force transmission section 270 from the ring gear 246 to the bevel gear 216 is a portion that does not need to rotate during two-wheel drive, the rotation of this portion causes oil agitation resistance, friction loss of the bearing portion, and the like. cause. That is, the driving force transmitted from the left front wheel 240 and the right front wheel 242 to the road surface rotates the left rear wheel 260 and the right rear wheel 262, thereby rotating the rear wheel driving force transmission section 270 that is not necessary for the two-wheel drive. Loss of power will lead to a reduction in fuel consumption.

そこで、本発明にあっては、二輪駆動時にディスコネクト機構５０によりサイドギア２５４と右後輪駆動軸２５８の連結を絶つことで、後輪駆動力伝達区間２７０の回転を防止している。   Therefore, in the present invention, the rotation of the rear wheel driving force transmission section 270 is prevented by disconnecting the side gear 254 and the right rear wheel drive shaft 258 by the disconnect mechanism 50 during two-wheel drive.

サイドギア２５４と右後輪駆動軸２５８の連結が絶たれると、右後輪２６２の回転はサイドギア２５４に伝わらず、そのため、左後輪２６０によるサイドギア２５２の回転はピニオン２４８及びピニオン２５０を介してサイドギア２５４を反対方向に回転させることが可能で、このピニオン２４８、２５０、サイドギア２５４の回転抵抗よりも、リングギア２４６に繋がるドライブピニオン２４４からベベルギア２１６までの回転抵抗の方が大きいため、リングギア２４６は回転しない。   When the connection between the side gear 254 and the right rear wheel drive shaft 258 is broken, the rotation of the right rear wheel 262 is not transmitted to the side gear 254, so that the rotation of the side gear 252 by the left rear wheel 260 is performed via the pinion 248 and the pinion 250. 254 can be rotated in the opposite direction, and the rotational resistance from the drive pinion 244 to the bevel gear 216 connected to the ring gear 246 is greater than the rotational resistance of the pinions 248 and 250 and the side gear 254. Does not rotate.

リングギア２４６が回転しないということは、後輪駆動力伝達区間２７０が回転しないことであり、この場合の駆動力の損失はピニオン２４８、２５０、サイドギア２５４が回転する部分だけとなり、ディスコネクト機構５０がなく後輪駆動力伝達区間２７０が回転してしまう場合と比べて燃費向上が可能である。   The fact that the ring gear 246 does not rotate means that the rear wheel driving force transmission section 270 does not rotate. In this case, the driving force is lost only in the portion where the pinions 248 and 250 and the side gear 254 rotate, and the disconnect mechanism 50 The fuel efficiency can be improved as compared with the case where the rear wheel driving force transmission section 270 is not rotated.

なお、本実施形態において、ディスコネクト機構５０は従動輪差動装置４８内のサイドギア２５４と右後輪駆動軸２５８の中間に設置されているが、サイドギア２５４と右後輪駆動軸２５８を断続する位置、あるいはサイドギア２５２と左後輪駆動軸２５６を断続する位置、又はその両方の位置であれば従動輪差動装置４８内に設置するか外に設置するかを問わない。更に、ピニオン２４８、２５０、サイドギア２５２、２５４で構成するユニットをリングギア２４６と分離し、その連結を断続する方式等の他の機構でも構わない。   In this embodiment, the disconnect mechanism 50 is installed between the side gear 254 and the right rear wheel drive shaft 258 in the driven wheel differential device 48, but intermittently connects the side gear 254 and the right rear wheel drive shaft 258. The position or the position where the side gear 252 and the left rear wheel drive shaft 256 are intermittently connected, or the position of both, may be installed in the driven wheel differential 48 or outside. Further, another mechanism such as a system in which the unit constituted by the pinions 248 and 250 and the side gears 252 and 254 is separated from the ring gear 246 and the connection thereof is interrupted may be used.

図７は、図６の駆動力配分装置４０の実施形態を示した断面図である。図７において、駆動力配分装置４０はケース２７２を有し、ケース２７２の左側にエンジン２０２からの駆動力を変速機２０４及び駆動輪差動装置４６のリングギア２２６を介して入力する中空の入力軸２１２が設けられ、入力軸２１２中空部には、駆動輪差動装置４６のサイドギア２３４から右前輪２４２へ右前輪駆動軸２３８が通っている。   FIG. 7 is a cross-sectional view showing an embodiment of the driving force distribution device 40 of FIG. In FIG. 7, the driving force distribution device 40 has a case 272, and a hollow input for inputting the driving force from the engine 202 to the left side of the case 272 via the transmission 204 and the ring gear 226 of the driving wheel differential device 46. The shaft 212 is provided, and the right front wheel drive shaft 238 passes from the side gear 234 of the drive wheel differential device 46 to the right front wheel 242 in the hollow portion of the input shaft 212.

入力軸２１２と同軸に多板クラッチ機構４２とボールカム機構２７４が設けられ、多板クラッチ機構４２は、入力軸２１２と入力軸２１２に同軸に回転自在に設けたベベルギア２１６の間で構成され、ベベルギア２１６には、入力軸２１２と直角に出力ピニオン２１８を介して後輪出力軸２１４が連結している。   A multi-plate clutch mechanism 42 and a ball cam mechanism 274 are provided coaxially with the input shaft 212, and the multi-plate clutch mechanism 42 is configured between an input shaft 212 and a bevel gear 216 provided coaxially and rotatably on the input shaft 212. A rear wheel output shaft 214 is connected to 216 via an output pinion 218 at a right angle to the input shaft 212.

このような駆動力配分装置４０において、二輪駆動時には、多板クラッチ機構４２の入力軸２１２とベベルギア２１６の間が開放され、入力軸２１２の駆動力は後輪出力軸２１４には伝達されない。   In such a driving force distribution device 40, during two-wheel drive, the input shaft 212 of the multi-plate clutch mechanism 42 and the bevel gear 216 are opened, and the driving force of the input shaft 212 is not transmitted to the rear wheel output shaft 214.

四輪駆動時にあっては、多板クラッチ機構４２が締結され、入力軸２１２からの駆動力を多板クラッチ機構４２、ベベルギア２１６、出力ピニオン２１８を介して後輪出力軸２１４にも伝達する。   During four-wheel drive, the multi-plate clutch mechanism 42 is engaged, and the driving force from the input shaft 212 is transmitted to the rear wheel output shaft 214 via the multi-plate clutch mechanism 42, the bevel gear 216, and the output pinion 218.

多板クラッチ機構４２に対しては、入力軸２１２とベベルギア２１６の間に設けた複数のクラッチ板２８０の締結力を制御するボールカム機構２７４が設けられ、ボールカム機構２７４は、入力軸２１２と同軸に相対回転自在に設けられた一対の固定カムプレート２８２と回転カムプレート２８４の相対する面に設けたボールカム溝２８６にボール２９０を挟んで保持している。   The multi-plate clutch mechanism 42 is provided with a ball cam mechanism 274 that controls the fastening force of a plurality of clutch plates 280 provided between the input shaft 212 and the bevel gear 216, and the ball cam mechanism 274 is coaxial with the input shaft 212. A pair of fixed cam plate 282 provided so as to be relatively rotatable and a ball cam groove 286 provided on opposing surfaces of the rotating cam plate 284 are held with a ball 290 interposed therebetween.

サーボモータ装置２９２は、回転カムプレート２８４のボールカム溝２８６とは反対側の端部に形成されたギア部２８８に係合する駆動ギア２９４を回転させ、回転カムプレート２８４の左側には押圧部材２９６が配置される。押圧部材２９６は、ベベルギア２１６との間に備わる復帰ばね２９８により、多板クラッチ機構４２の開放方向に付勢されている。   The servo motor device 292 rotates a driving gear 294 that engages with a gear portion 288 formed at the end of the rotating cam plate 284 opposite to the ball cam groove 286, and a pressing member 296 is disposed on the left side of the rotating cam plate 284. Is placed. The pressing member 296 is biased in the opening direction of the multi-plate clutch mechanism 42 by a return spring 298 provided between the pressing member 296 and the bevel gear 216.

ボールカム機構２７４は、駆動ギア２９４により回転カムプレート２８４が固定カムプレート２８２に対し所定方向に回転駆動されると、ボールカム溝２８６に挟まれているボール２９０による押圧を受けて押圧部材２９６及び復帰ばね２９８を軸方向に押し、押圧部材２９６が多板クラッチ機構４２のクラッチ板２８０を押すことで、駆動ギア２９４の回転量に応じて伝達トルクを増加させ、最大押付け位置で直結状態となる。   When the rotating cam plate 284 is rotationally driven in a predetermined direction with respect to the fixed cam plate 282 by the drive gear 294, the ball cam mechanism 274 receives pressure from the ball 290 sandwiched between the ball cam grooves 286 and receives the pressing member 296 and the return spring. By pressing 298 in the axial direction and the pressing member 296 pressing the clutch plate 280 of the multi-plate clutch mechanism 42, the transmission torque is increased according to the amount of rotation of the drive gear 294, and the direct connection state is established at the maximum pressing position.

図８は、図４の従動輪差動装置４８の実施形態を示した断面図であり、ディスコネクト機構５０を備える。また、図８に示す断面図の上下左右を反転すれば図６に示す従動輪差動装置４８と実質的に同じになる。   FIG. 8 is a cross-sectional view showing an embodiment of the driven wheel differential device 48 of FIG. 4 and includes a disconnect mechanism 50. Further, if the top, bottom, left, and right of the cross-sectional view shown in FIG. 8 are reversed, it becomes substantially the same as the driven wheel differential device 48 shown in FIG.

図８において、従動輪差動装置４８はデフケース５４の外周部に固定されたリングギア１４６、デフケース５４に固定されたピニオン軸５６に回転自在に軸支されたピニオン１４８及びピニオン１５０、サイドギア軸５８に回転不可に軸支されデフケース５４内でピニオン１４８及びピニオン１５０と係合するサイドギア１５２、右前輪駆動軸１５８に回転不可に軸支されデフケース５４内ピニオン１４８及びピニオン１５０と係合するサイドギア１５４を備え、四輪駆動時にリングギア１４６と係合するドライブピニオン１４４から入力される駆動力を左前輪１６０及び右前輪１６２に伝達する。   In FIG. 8, the driven wheel differential device 48 includes a ring gear 146 fixed to the outer peripheral portion of the differential case 54, a pinion 148 and a pinion 150 rotatably supported by a pinion shaft 56 fixed to the differential case 54, and a side gear shaft 58. The side gear 152 that is pivotally supported by the pinion 148 and the pinion 150 in the differential case 54 and the side gear 154 that is pivotally supported by the right front wheel drive shaft 158 and that engages the pinion 148 and the pinion 150 in the differential case 54. The driving force input from the drive pinion 144 engaged with the ring gear 146 during four-wheel drive is transmitted to the left front wheel 160 and the right front wheel 162.

また、端部１５６ｂがサイドギア軸５８に回転方向に拘束されずに勘合している左前輪駆動軸１５６、左前輪駆動軸１５６の歯部１５６ａ及びサイドギア軸５８の歯部５８ａとスプライン結合し、左前輪駆動軸１５６とサイドギア軸５８を連結する位置と連結を解除する位置でスライド可能なスリーブ６０、スリーブ６０の溝部６０ａに摺動自在に係合する先端部６２ａによりスリーブ６０をスライドさせるフォーク６２、フォーク６２に固定され図示しないアクチュエータにより軸方向に駆動されるシフト軸６４でディスコネクト機構５０を構成し、更に、ディスコネクト機構５０の連結状態を検出する状態検出部５２を備える。   Further, the end 156b is spline-coupled to the left front wheel drive shaft 156, which is fitted to the side gear shaft 58 without being restricted in the rotational direction, the tooth portion 156a of the left front wheel drive shaft 156, and the tooth portion 58a of the side gear shaft 58, and left A sleeve 60 slidable at a position where the front wheel drive shaft 156 and the side gear shaft 58 are connected to each other and a position where the connection is released; a fork 62 which slides the sleeve 60 by a tip 62a slidably engaged with a groove 60a of the sleeve 60; The disconnect mechanism 50 is configured by a shift shaft 64 that is fixed to the fork 62 and driven in the axial direction by an actuator (not shown), and further includes a state detection unit 52 that detects a connected state of the disconnect mechanism 50.

図８（Ａ）は、二輪駆動時のディスコネクト機構５０が非連結状態で、スリーブ６０はサイドギア軸５８の歯部５８ａと結合していない。状態検出部５２は、駆動制御部３６にフィードバック情報として非連結信号を出力する。   In FIG. 8A, the disconnect mechanism 50 during two-wheel drive is in a disconnected state, and the sleeve 60 is not coupled to the tooth portion 58a of the side gear shaft 58. The state detection unit 52 outputs a disconnected signal as feedback information to the drive control unit 36.

この状態では、右前輪駆動軸１５８の回転はサイドギア１５４、ピニオン１４８及びピニオン１５０を介してサイドギア１５２に伝わり、リングギア１４６が回転しないことからサイドギア軸５８を右前輪駆動軸１５８とは反対方向に回転させる。   In this state, the rotation of the right front wheel drive shaft 158 is transmitted to the side gear 152 via the side gear 154, the pinion 148 and the pinion 150, and the ring gear 146 does not rotate, so the side gear shaft 58 is moved in the direction opposite to the right front wheel drive shaft 158. Rotate.

図８（Ｂ）は、四輪駆動時にフォーク６４がＬ方向に移動しディスコネクト機構５０が連結した状態で、スリーブ６０はサイドギア軸５８の歯部５８ａと結合している。状態検出部５２は、駆動制御部３６にフィードバック情報として連結信号を出力する。   FIG. 8B shows a state where the fork 64 is moved in the L direction and the disconnect mechanism 50 is connected during four-wheel drive, and the sleeve 60 is coupled to the tooth portion 58 a of the side gear shaft 58. The state detection unit 52 outputs a connection signal as feedback information to the drive control unit 36.

この状態では、ドライブピニオン１４４によりリングギア１４６が回転し、左前輪駆動軸１５６と右前輪駆動軸１５８を同方向に回転させる。二輪駆動に戻る際にはフォーク６４がＵ方向に移動しディスコネクト機構５０は非連結状態に戻る。   In this state, the ring gear 146 is rotated by the drive pinion 144, and the left front wheel drive shaft 156 and the right front wheel drive shaft 158 are rotated in the same direction. When returning to the two-wheel drive, the fork 64 moves in the U direction, and the disconnect mechanism 50 returns to the disconnected state.

図９は、図１の駆動力制御装置２４の処理手順を示したフローチャートである。まず、本実施形態による四輪駆動車のイグニッションスイッチをオンし電源が投入されると、駆動制御装置２４において処理が開始され、ステップＳ１で、従動輪差動装置４８に備わるディスコネクト機構５０が接続しているか否かの連結状態を状態検出部５２にて検出し、ステップＳ２で、駆動力配分装置４０の駆動力の配分状態を従動輪トルク検出部４４にて検出する。   FIG. 9 is a flowchart showing a processing procedure of the driving force control device 24 of FIG. First, when the ignition switch of the four-wheel drive vehicle according to the present embodiment is turned on and the power is turned on, processing is started in the drive control device 24, and in step S1, the disconnect mechanism 50 provided in the driven wheel differential device 48 is installed. The connection state of whether or not it is connected is detected by the state detection unit 52, and the distribution state of the driving force of the driving force distribution device 40 is detected by the driven wheel torque detection unit 44 in step S2.

ステップＳ３で、ステップＳ１において検出したディスコネクト機構５０の連結状態、及び、ステップＳ２において検出した従動輪トルク値に基づき、駆動力伝達装置３８が四輪駆動状態か二輪駆動状態かを判断し、二輪駆動と判定するとステップＳ４に進む。   In step S3, based on the connection state of the disconnect mechanism 50 detected in step S1 and the driven wheel torque value detected in step S2, it is determined whether the driving force transmission device 38 is in a four-wheel drive state or a two-wheel drive state. If it is determined that the two-wheel drive, the process proceeds to step S4.

ステップＳ４で、各輪の車輪速度を車輪回転速度検出部１４にて検出し、ステップＳ５で、ステップＳ４において検出した従動輪の車輪速度に基づき、車体速度を車体速度演算部２８にて計算する。続いてステップＳ６で、ステップＳ４において検出した駆動輪と従動輪の車輪速度に基づき、駆動輪のスリップ率をスリップ率演算部２６にて計算する。   In step S4, the wheel speed of each wheel is detected by the wheel rotation speed detection unit 14, and in step S5, the vehicle body speed calculation unit 28 calculates the vehicle body speed based on the wheel speed of the driven wheel detected in step S4. . Subsequently, in step S6, the slip ratio calculation unit 26 calculates the slip ratio of the drive wheel based on the wheel speeds of the drive wheel and the driven wheel detected in step S4.

ステップＳ７で、アクセル開度をアクセル開度センサ２２で検出し、ステップＳ８で、切替条件デーベース３０からステップＳ７において検出したアクセル開度に対応する領域マップ３２を切替条件選択部３４にて選択する。   In step S7, the accelerator opening is detected by the accelerator opening sensor 22, and in step S8, the switching condition selection unit 34 selects an area map 32 corresponding to the accelerator opening detected in step S7 from the switching condition database 30. To do.

ステップＳ９で、ステップＳ５において算出した車体速度、及び、ステップＳ６において算出した駆動輪のスリップ率が、ステップＳ８において選択した切替条件の領域マップ３２の二輪駆動領域にあるか否かを駆動制御部３６にて判断し、二輪駆動領域にあると判定した場合は、四輪駆動に切り替える必要がないためそのままステップＳ１に戻り、四輪駆動領域にあると判定した場合は、四輪駆動に切り替えるべくステップＳ１０に進む。   In step S9, the drive control unit determines whether the vehicle body speed calculated in step S5 and the slip ratio of the drive wheel calculated in step S6 are in the two-wheel drive region of the region map 32 of the switching condition selected in step S8. If it is determined in 36 that it is determined that the vehicle is in the two-wheel drive region, it is not necessary to switch to four-wheel drive, so the procedure returns to step S1. Proceed to step S10.

ステップＳ１０で、駆動制御部３６は駆動力配分装置４０に対し、ディスコネクト機構５０を接続可能にするシンクロトルクにトルク配分するように多板クラッチ機構４２を制御し、従動輪トルク検出部４４のフィードバック情報からシンクロトルクにトルク配分されたと判定したらステップＳ１１に進む。   In step S <b> 10, the drive control unit 36 controls the multi-plate clutch mechanism 42 to distribute the torque to the driving force distribution device 40 to the synchro torque that enables the disconnect mechanism 50 to be connected. If it is determined from the feedback information that the torque is distributed to the synchro torque, the process proceeds to step S11.

ここで、シンクロトルクは、図８に示すディスコネクト機構５０において、左前輪駆動軸１５６とサイドギア軸５８を連結するためにスリーブ６０をＬ方向にスライドさせる際に、左前輪駆動軸１５６の回転速度にサイドギア軸５８の回転速度を同期させることの可能な従動輪トルクである。   Here, the synchro torque is determined by the rotational speed of the left front wheel drive shaft 156 when the sleeve 60 is slid in the L direction to connect the left front wheel drive shaft 156 and the side gear shaft 58 in the disconnect mechanism 50 shown in FIG. This is the driven wheel torque that can synchronize the rotational speed of the side gear shaft 58 to the wheel.

ステップＳ１１で、駆動制御部３６はディスコネクト機構５０に対し、連結を接続するよう制御し、状態検出部５２のフィードバック情報からディスコネクト機構５０が接続されたと判定したら、ステップＳ１２で、駆動制御部３６は通常のトルク配分で駆動力配分装置４０を制御し、ステップＳ１に戻る。   In step S11, the drive control unit 36 controls the disconnect mechanism 50 to connect the coupling, and when it is determined from the feedback information of the state detection unit 52 that the disconnect mechanism 50 is connected, in step S12, the drive control unit 36 36 controls the driving force distribution device 40 by normal torque distribution and returns to step S1.

ステップＳ３で、四輪駆動と判定した場合はステップＳ１３に進み、ステップＳ１３で、駆動制御部３６は、従動輪トルク検出部４４のフィードバック情報からイニシャルトルク制御の状態か否かを判断し、イニシャルトルク制御と判定したらステップＳ１４に進む。   If it is determined in step S3 that the vehicle is four-wheel drive, the process proceeds to step S13. In step S13, the drive control unit 36 determines whether or not the initial torque control state is obtained from the feedback information of the driven wheel torque detection unit 44. If it determines with torque control, it will progress to step S14.

ここで、イニシャルトルクは、二輪駆動から四輪駆動に切り替えた際の従動輪に配分される定常的なトルクであり、イニシャルトルクで走行している場合は、危機回避的な四輪駆動ではなく安定した四輪走行状態を意味する。すなわち、危機回避的な四輪駆動であれば四輪駆動を維持しなければならず、ステップＳ１３でイニシャルトルク制御でないと判定した場合は、二輪駆動に切り替えるか否かの判定をする必要がないため、そのままステップＳ１に戻る。   Here, the initial torque is a steady torque distributed to the driven wheels when switching from two-wheel drive to four-wheel drive, and is not a four-wheel drive that avoids crisis when running with the initial torque. It means a stable four-wheel driving state. That is, if the four-wheel drive is a crisis-avoidance four-wheel drive, the four-wheel drive must be maintained. If it is determined in step S13 that the initial torque control is not performed, it is not necessary to determine whether to switch to the two-wheel drive. Therefore, the process returns to step S1 as it is.

ステップＳ１４で、車体情報として各輪の車輪速度、車体加速度、変速比、操舵角及びアクセル開度を検出し、ステップＳ１５で、ステップＳ１４において検出した車体情報に基づき、車体速度を車体速度演算部２８にて計算する。続いてステップＳ１６で、ステップＳ１４で検出した駆動輪と従動輪の車輪速度、及び、ステップＳ１５で算出した車体速度に基づき、駆動輪と従動輪のスリップ率をスリップ率演算部２６にて計算する。   In step S14, wheel speed, vehicle acceleration, gear ratio, steering angle, and accelerator opening of each wheel are detected as vehicle information. In step S15, the vehicle speed is calculated based on the vehicle information detected in step S14. Calculate at 28. Subsequently, in step S16, the slip ratio calculation unit 26 calculates the slip ratio of the drive wheel and the driven wheel based on the wheel speed of the drive wheel and the driven wheel detected in step S14 and the vehicle body speed calculated in step S15. .

ステップＳ１７で、アクセル開度をアクセル開度センサ２２で検出し、ステップＳ１８で、切替条件デーベース３０からステップＳ１７において検出したアクセル開度に対応する領域マップ３２を切替条件選択部３４にて選択する。   In step S17, the accelerator opening is detected by the accelerator opening sensor 22, and in step S18, the switching condition selection unit 34 selects an area map 32 corresponding to the accelerator opening detected in step S17 from the switching condition database 30. To do.

ステップＳ１９で、ステップＳ１５において算出した車体速度、及び、ステップＳ１６において算出した駆動輪と従動輪のスリップ率が、ステップＳ１８において選択した切替条件の領域マップ３２の四輪駆動領域にあるか否かを駆動制御部３６にて判断し、四輪駆動領域にあると判定した場合は、二輪駆動に切り替える必要がないためそのままステップＳ１に戻り、二輪駆動領域にあると判定した場合は、二輪駆動に切り替えるべくステップＳ２０に進む。   In step S19, whether the vehicle body speed calculated in step S15 and the slip ratio of the drive wheel and the driven wheel calculated in step S16 are in the four-wheel drive region of the region map 32 of the switching condition selected in step S18. If it is determined by the drive control unit 36 and it is determined that the vehicle is in the four-wheel drive region, it is not necessary to switch to two-wheel drive. Proceed to step S20 to switch.

ステップＳ２０で、駆動制御部３６は駆動力配分装置４０に対し、従動輪へのトルク配分を停止するように多板クラッチ機構４２を制御し、従動輪トルク検出部４４のフィードバック情報から多板クラッチ機構４２が開放されたと判定したらステップＳ２１に進む。   In step S20, the drive control unit 36 controls the multi-plate clutch mechanism 42 to stop the torque distribution to the driven wheel with respect to the driving force distribution device 40, and the multi-plate clutch is determined from the feedback information of the driven wheel torque detection unit 44. If it is determined that the mechanism 42 has been released, the process proceeds to step S21.

ステップＳ２１で、駆動制御部３６はディスコネクト機構５０に対し、連結を切断するよう制御し、状態検出部５２のフィードバック情報からディスコネクト機構５０が切断されたと判定したらステップＳ１に戻る。   In step S21, the drive control unit 36 controls the disconnect mechanism 50 to disconnect, and if it is determined from the feedback information of the state detection unit 52 that the disconnect mechanism 50 has been disconnected, the process returns to step S1.

本発明は上記の実施形態に限定されず、その目的と利点を損なうことのない適宜の変形を含み、更に上記の実施形態に示した数値による限定は受けない。
The present invention is not limited to the above-described embodiment, includes appropriate modifications that do not impair the object and advantages thereof, and is not limited by the numerical values shown in the above-described embodiment.

本発明による四輪駆動車用駆動力伝達システムの実施形態の機能構成を示したブロック図The block diagram which showed the function structure of embodiment of the driving force transmission system for four-wheel drive vehicles by this invention 図１の駆動方式切替条件の領域マップを示す説明図Explanatory drawing which shows the area | region map of the drive system switching condition of FIG. 駆動方式切替条件の他の実施形態を示す説明図Explanatory drawing which shows other embodiment of drive system switching conditions 図１の駆動力伝達装置の実施形態を示した説明図Explanatory drawing which showed embodiment of the driving force transmission apparatus of FIG. 図４の駆動力配分装置の実施形態を示した断面図Sectional drawing which showed embodiment of the driving force distribution apparatus of FIG. 図１の駆動力伝達装置の他の実施形態を示した説明図Explanatory drawing which showed other embodiment of the driving force transmission apparatus of FIG. 図６の駆動力配分装置の実施形態を示した断面図Sectional drawing which showed embodiment of the driving force distribution apparatus of FIG. 図４の従動輪差動装置の実施形態を示した断面図Sectional drawing which showed embodiment of the driven-wheel differential gear of FIG. 図１の駆動力制御装置の処理手順を示したフローチャートThe flowchart which showed the process sequence of the driving force control apparatus of FIG. 従来のＦＲベースの四輪駆動車用駆動力伝達装置の説明図Explanatory diagram of a conventional FR-based four-wheel drive vehicle driving force transmission device 図１０の切断機構を備えた中央差動装置の実施例を示す説明図Explanatory drawing which shows the Example of the center differential with the cutting | disconnection mechanism of FIG. 従来のＦＦベースの四輪駆動車用駆動力伝達装置の説明図Explanatory diagram of a conventional FF-based four-wheel drive vehicle driving force transmission device 図１２の多板クラッチ機構の実施例を示す説明図Explanatory drawing which shows the Example of the multi-plate clutch mechanism of FIG.

符号の説明Explanation of symbols

１０：四輪駆動用駆動力伝達システム
１２：車体情報検出装置
１４：車体速度検出部
１６：車体加速度検出部
１８：変速比検出部
２０：操舵角センサ
２２：アクセル開度センサ
２４：駆動制御装置
２６：スリップ率演算部
２８：車体速度演算部
３０：切替条件データベース
３２：領域マップ
３４：切替条件選択部
３６：駆動制御部
３８：駆動力伝達装置
４０：駆動力配分装置
４２：多板クラッチ機構
４４：従動輪トルク検出部
４６：駆動輪差動装置
４８：従動輪差動装置
５０：ディスコネクト機構
５２：状態検出部
５４：デフケース
５６：ピニオン軸
５８：サイドギア軸
６０：スリーブ
６２：フォーク
６４：シフト軸
１００、２００：四輪駆動車
１０２，２０２：エンジン
１０４，２０４：変速機
１０６：後輪プロペラシャフト
１０８、１１０、１６６、１６８、２０８、２１０：自在継手
１１２、２１２：入力軸
１１４、２１４：後輪出力軸
１１６、１１８：スプロケット
１２０：チェーンベルト
１２２：前輪出力軸
１２４、１４４：ドライブピニオン
１２６、１４６、２２６、２４６：リングギア
１２８、１３０、１４８、１５０、２２８、２３０、２４８、２５０：ピニオン
１３２、１３４、１５２、１５４、２３２、２３４、２５２、２５４：サイドギア
１３６、２５６：左後輪駆動軸
１３８、２５８：右後輪駆動軸
１４０、２６０：左後輪
１４２、２６２：右後輪
１５６、２３６：左前輪駆動軸
１５８、２３８：右前輪駆動軸
１６０、２４０：左前輪
１６２、２４２：右前輪
１６４：前輪プロペラシャフト
１７０：前輪駆動力伝達区間
１７２、２７２：ケース
１７４、２７４：ボールカム機構
１７６：クラッチハブ
１７８：クラッチドラム
１８０、２８０：クラッチ板
１８２、２８２：固定カムプレート
１８４、２８４：回転カムプレート
１８６、２８６：ボールカム溝
１８８、２８８：ギア部
１９０、２９０：ボール
１９２、２９２：サーボモータ装置
１９４、２９４：駆動ギア
１９６、２９６：押圧部材
１９８、２９８：復帰ばね
２０６：プロペラシャフト
２１６：ベベルギア
２１８：出力ピニオン
２２４：出力ギア
２７０：後輪駆動力伝達区間
３００、４００：駆動力伝達装置
３０２、４０２：四輪駆動車
３０４、４０４：エンジン
３０６、４０６：変速機
３０８：駆動力配分装置
３１０、４１０：多板クラッチ機構
３１２：チェーンベルト機構
３１４：後輪プロペラシャフト
３１６：前輪プロペラシャフト
３１８、４１８：後輪差動装置
３２０、４２０：左後輪
３２２、４２２：右後輪
３２４、４２４：前輪差動装置
３２６、４２６：左前輪
３２８、４２８：右前輪
３３０：前輪駆動力伝達区間
３３２、４３２：入力軸
３３４：後輪出力軸
３３６：前輪出力軸
３３８、３４０：スプロケット
３４２：チェーンベルト
３４４：遊星歯車機構
３４６：遊星キャリア
３４８：遊星ギア
３５０：外輪ギア
３５２：太陽ギア
３５４：太陽ギア軸
３５６：スプロケット軸
３５８、３６０、３６２：歯部
３６４：スリーブ
３６６：シフト軸
３６８：外輪部
３７０：流体継手
３７２：前輪駆動軸
３７４：ディスコネクト機構
４０８：駆動力分岐装置
４１２：リングギア
４１４：プロペラシャフト
４１６：差動機構
４３０：後輪駆動力伝達区間
４３４：出力軸
４３６：クラッチ板
４３８：ボールカム機構
４４０：パイロットクラッチ機構
４４２：電磁石装置 10: Four-wheel drive driving force transmission system 12: Vehicle information detector 14: Vehicle speed detector 16: Vehicle acceleration detector 18: Gear ratio detector 20: Steering angle sensor 22: Accelerator opening sensor 24: Drive controller 26: Slip rate calculation unit 28: Vehicle speed calculation unit 30: Switching condition database 32: Area map 34: Switching condition selection unit 36: Drive control unit 38: Driving force transmission device 40: Driving force distribution device 42: Multi-plate clutch mechanism 44: driven wheel torque detection unit 46: drive wheel differential device 48: driven wheel differential device 50: disconnect mechanism 52: state detection unit 54: differential case 56: pinion shaft 58: side gear shaft 60: sleeve 62: fork 64: Shift shaft 100, 200: Four-wheel drive vehicle 102, 202: Engine 104, 204: Transmission 106: Rear wheel propeller shaft 108, 11 166, 168, 208, 210: universal joint 112, 212: input shaft 114, 214: rear wheel output shaft 116, 118: sprocket 120: chain belt 122: front wheel output shaft 124, 144: drive pinion 126, 146, 226 246: Ring gear 128, 130, 148, 150, 228, 230, 248, 250: Pinion 132, 134, 152, 154, 232, 234, 252, 254: Side gear 136, 256: Left rear wheel drive shaft 138, 258: Right rear wheel drive shaft 140, 260: Left rear wheel 142, 262: Right rear wheel 156, 236: Left front wheel drive shaft 158, 238: Right front wheel drive shaft 160, 240: Left front wheel 162, 242: Right front wheel 164 : Front wheel propeller shaft 170: Front wheel driving force transmission section 172 and 272: Cases 174 and 2 4: Ball cam mechanism 176: Clutch hub 178: Clutch drum 180, 280: Clutch plate 182, 282: Fixed cam plate 184, 284: Rotating cam plate 186, 286: Ball cam groove 188, 288: Gear portion 190, 290: Ball 192 292: Servo motor device 194, 294: Drive gear 196, 296: Pressing member 198, 298: Return spring 206: Propeller shaft 216: Bevel gear 218: Output pinion 224: Output gear 270: Rear wheel driving force transmission section 300, 400 : Driving force transmission device 302, 402: Four-wheel drive vehicle 304, 404: Engine 306, 406: Transmission 308: Driving force distribution device 310, 410: Multi-plate clutch mechanism 312: Chain belt mechanism 314: Rear wheel propeller shaft 316 : Front wheel propeller shaft 318, 418: Rear wheel differential device 320, 420: Left rear wheel 322, 422: Right rear wheel 324, 424: Front wheel differential device 326, 426: Left front wheel 328, 428: Right front wheel 330: Front wheel driving force transmission Sections 332, 432: Input shaft 334: Rear wheel output shaft 336: Front wheel output shaft 338, 340: Sprocket 342: Chain belt 344: Planetary gear mechanism 346: Planetary carrier 348: Planetary gear 350: Outer ring gear 352: Sun gear 354: Sun gear shaft 356: sprocket shaft 358, 360, 362: tooth portion 364: sleeve 366: shift shaft 368: outer ring portion 370: fluid coupling 372: front wheel drive shaft 374: disconnect mechanism 408: driving force branching device 412: ring gear 414: Propeller shaft 416: Differential mechanism 430: Rear wheel driving force transmission section 434: Output shaft 43 : Clutch plate 438: ball cam mechanism 440: the pilot clutch mechanism 442: electromagnetic device

Claims (10)

二輪駆動が可能であって、四輪駆動時には走行条件に応じた駆動力を従動輪へ伝達するフルタイム四輪駆動システムに於いて、
動力源からの駆動力を入力軸に入力し駆動輪出力軸に出力すると共に、従動輪出力軸への駆動力配分を制御する駆動力配分装置と、
前記従動輪出力軸からの駆動力を入力し左右従動輪駆動軸に出力すると共に、前記左右従動輪駆動軸の回転速度差を吸収する従動輪差動装置と、
前記従動輪差動装置と前記左右従動輪駆動軸の何れか一方又は両方との連結を切断可能なディスコネクト機構と、
車体速度を算出する車体速度演算部と、
駆動輪及び従動輪のスリップ率を算出するスリップ率演算部と、
前記車体速度及び前記スリップ率に基づき前記駆動力配分装置及び前記ディスコネクト機構を制御する駆動制御部と、
を備え、
所定の走行条件の際に前記駆動力配分装置による前記従動輪出力軸への駆動力の伝達を絶つと共に、前記ディスコネクト機構により前記従動輪差動装置と前記左右従動輪駆動軸の何れか一方又は両方との連結を切断して前記従動輪出力軸から前記従動輪差動装置までの従動輪駆動区間の回転を止め、自動的に二輪駆動とすることを特徴とする四輪駆動車用駆動力伝達システム。
In a full-time four-wheel drive system that is capable of two-wheel drive and transmits the driving force according to the driving conditions to the driven wheel during four-wheel drive,
A driving force distribution device that inputs the driving force from the power source to the input shaft and outputs it to the driving wheel output shaft, and controls the driving force distribution to the driven wheel output shaft;
A driven wheel differential device that inputs a driving force from the driven wheel output shaft and outputs the driving force to the left and right driven wheel drive shafts, and absorbs a rotational speed difference between the left and right driven wheel drive shafts;
A disconnect mechanism capable of cutting the connection between the driven wheel differential and either one or both of the left and right driven wheel drive shafts;
A vehicle speed calculation unit for calculating the vehicle speed,
A slip ratio calculator for calculating the slip ratio of the driving wheel and the driven wheel;
A drive control unit for controlling the drive force distribution device and the disconnect mechanism based on the vehicle body speed and the slip ratio;
With
The driving force distribution device interrupts transmission of the driving force to the driven wheel output shaft under a predetermined traveling condition, and the disconnected mechanism causes either one of the driven wheel differential device or the left and right driven wheel drive shafts. Or the connection with both is cut to stop the rotation of the driven wheel drive section from the driven wheel output shaft to the driven wheel differential, and the two-wheel drive is automatically performed. Power transmission system.
請求項１記載の四輪駆動車用駆動力伝達システムに於いて、
前記駆動輪のスリップ率と前記車体速度の相関で示される駆動方式切替閾値により四輪駆動領域と二輪駆動領域に区切られた領域マップを備え、
前記所定の走行条件として、前記領域マップを参照することを特徴とする四輪駆動車用駆動力伝達システム。
The driving force transmission system for a four-wheel drive vehicle according to claim 1,
A region map divided into a four-wheel drive region and a two-wheel drive region by a drive system switching threshold indicated by the correlation between the slip ratio of the drive wheel and the vehicle body speed,
A driving force transmission system for a four-wheel drive vehicle, wherein the region map is referred to as the predetermined traveling condition.
請求項２記載の四輪駆動車用駆動力伝達システムに於いて、前記領域マップは、
四輪駆動時に参照する二輪駆動切替閾値からなる四輪駆動時領域マップと、
二輪駆動時に参照する四輪駆動切替閾値からなる二輪駆動時領域マップと、
を備えることを特徴とする四輪駆動車用駆動力伝達システム。
The driving force transmission system for a four-wheel drive vehicle according to claim 2, wherein the region map is:
A four-wheel drive area map consisting of two-wheel drive switching thresholds to be referred to during four-wheel drive;
Two-wheel drive area map consisting of four-wheel drive switching thresholds to be referred to during two-wheel drive,
A driving force transmission system for a four-wheel drive vehicle.
請求項２及び３記載の四輪駆動車用駆動力伝達システムに於いて、
アクセル開度を検出するアクセル開度センサを備え、
前記領域マップを前記アクセル開度に応じて複数備えることを特徴とする四輪駆動車用駆動力伝達システム。
In the driving force transmission system for a four-wheel drive vehicle according to claim 2 and 3,
It has an accelerator opening sensor that detects the accelerator opening,
A driving force transmission system for a four-wheel drive vehicle, comprising a plurality of the area maps according to the accelerator opening.
請求項２及び３記載の四輪駆動車用駆動力伝達システムに於いて、
車体加速度を検出する加速度センサを備え、
前記領域マップを前記車体加速度に応じて複数備えることを特徴とする四輪駆動車用駆動力伝達システム。
In the driving force transmission system for a four-wheel drive vehicle according to claim 2 and 3,
It has an acceleration sensor that detects vehicle acceleration,
A driving force transmission system for a four-wheel drive vehicle, comprising a plurality of the area maps according to the vehicle body acceleration.
請求項１記載の四輪駆動車用駆動力伝達システムに於いて、
前記所定の走行条件として、前記駆動輪のスリップ率が所定の二輪駆動切替値以下の場合に自動的に二輪駆動とすることを特徴とする四輪駆動車用駆動力伝達システム。
The driving force transmission system for a four-wheel drive vehicle according to claim 1,
A driving force transmission system for a four-wheel drive vehicle, wherein the two-wheel drive is automatically performed when the slip ratio of the drive wheel is equal to or less than a predetermined two-wheel drive switching value as the predetermined traveling condition.
請求項６記載の四輪駆動車用駆動力伝達システムに於いて、
前記所定の走行条件として、前記車体速度が所定値以下の場合は自動的に四輪駆動とすることを特徴とする四輪駆動車用駆動力伝達システム。
The driving force transmission system for a four-wheel drive vehicle according to claim 6,
A driving force transmission system for a four-wheel drive vehicle, wherein, as the predetermined traveling condition, when the vehicle body speed is a predetermined value or less, four-wheel drive is automatically performed.
請求項６記載の四輪駆動車用駆動力伝達システムに於いて、
二輪駆動時に、前記駆動輪のスリップ率が所定の四輪駆動切替値を超えた場合は自動的に四輪駆動とすることを特徴とする四輪駆動車用駆動力伝達システム。
The driving force transmission system for a four-wheel drive vehicle according to claim 6,
A driving force transmission system for a four-wheel drive vehicle, wherein when the two-wheel drive, the slip ratio of the drive wheel exceeds a predetermined four-wheel drive switching value, the four-wheel drive is automatically performed.
請求項６乃至８記載の四輪駆動車用駆動力伝達システムに於いて、
アクセル開度を検出するアクセル開度センサを備え、
前記二輪駆動切替値又は四輪駆動切替値を前記アクセル開度に応じて可変とすることを特徴とする四輪駆動車用駆動力伝達システム。
The drive power transmission system for a four-wheel drive vehicle according to claim 6 to 8,
It has an accelerator opening sensor that detects the accelerator opening,
A driving force transmission system for a four-wheel drive vehicle, wherein the two-wheel drive switching value or the four-wheel drive switching value is variable according to the accelerator opening.
請求項６乃至８記載の四輪駆動車用駆動力伝達システムに於いて、
車体加速度を検出する加速度センサを備え、
前記二輪駆動切替値又は四輪駆動切替値を前記車体加速度に応じて可変とすることを特徴とする四輪駆動車用駆動力伝達システム。 The drive power transmission system for a four-wheel drive vehicle according to claim 6 to 8,
It has an acceleration sensor that detects vehicle acceleration,
A driving force transmission system for a four-wheel drive vehicle, wherein the two-wheel drive switching value or the four-wheel driving switching value is variable according to the vehicle body acceleration.
JP2008007785A 2008-01-17 2008-01-17 Driving force transmission system for four-wheel drive vehicles Expired - Fee Related JP5112890B2 (en)

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