JP3104157B2 - Power transmission device for vehicles - Google Patents
Power transmission device for vehiclesInfo
- Publication number
- JP3104157B2 JP3104157B2 JP06251869A JP25186994A JP3104157B2 JP 3104157 B2 JP3104157 B2 JP 3104157B2 JP 06251869 A JP06251869 A JP 06251869A JP 25186994 A JP25186994 A JP 25186994A JP 3104157 B2 JP3104157 B2 JP 3104157B2
- Authority
- JP
- Japan
- Prior art keywords
- pinion
- sun gear
- carrier member
- teeth
- connecting means
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H48/00—Differential gearings
- F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
- F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Motor Power Transmission Devices (AREA)
- Retarders (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、２つの回転軸間に相互
にトルク伝達可能なトルク伝達手段を設けてなる車両用
動力伝達装置の改良に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a vehicular power transmission device provided with a torque transmission means capable of mutually transmitting torque between two rotating shafts.
【０００２】[0002]
【従来の技術】車両の動力伝達系に設けられる差動装置
は、車両の旋回時に左右の車輪に生じる回転速度差を吸
収し、エンジンのトルクを左右両輪に均等に伝達するよ
うに構成される。しかしながら、車両の中低速走行時に
は旋回外輪により多くのトルクを伝達して旋回性能を向
上させ、また高速走行時には旋回内輪により多くのトル
クを伝達して走行安定性能を向上させることが望まし
い。2. Description of the Related Art A differential device provided in a power transmission system of a vehicle is configured to absorb a difference in rotation speed between right and left wheels when the vehicle turns, and to transmit engine torque to both right and left wheels evenly. . However, it is desirable to transmit more torque to the turning outer wheel to improve turning performance when the vehicle is running at low speeds, and to improve running stability by transmitting more torque to the turning inner wheel when driving at high speed.
【０００３】そこで、差動装置と並列に設けたトルク伝
達手段をステアリングホイールの回転角や車速に基づい
て積極的に制御し、その時の運転状態に適したトルクを
左右の車輪に伝達する車両用動力伝達装置が、本出願人
により特願平６−１５３３２４号で提案されている。Therefore, a torque transmitting means provided in parallel with the differential device is actively controlled based on the rotation angle and the vehicle speed of the steering wheel to transmit a torque suitable for the driving state at that time to the left and right wheels. A power transmission device has been proposed by the present applicant in Japanese Patent Application No. 6-153324.
【０００４】[0004]
【発明が解決しようとする課題】ところで、上記従来の
車両用動力伝達装置は、そのキャリヤ部材を増速するた
めにダブルピニオン式の遊星歯車装置を必要としてお
り、これが部品点数の増加、装置の大型化、製造コスト
の上昇等を招く原因となっていた。Incidentally, the above-mentioned conventional vehicle power transmission device requires a double pinion type planetary gear device in order to increase the speed of its carrier member, which increases the number of parts and increases the number of components. This has been a cause of an increase in size and an increase in manufacturing cost.
【０００５】本発明は前述の事情に鑑みてなされたもの
で、上記従来の車両用動力伝達装置に設けられていたダ
ブルピニオン式の遊星歯車装置を廃止しながら同等の機
能を発揮させることを目的とする。SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and has as its object to eliminate the double pinion type planetary gear device provided in the above-mentioned conventional vehicle power transmission device and to exert the same function. And
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するため
に、請求項１に記載された発明は、２つの回転軸間に相
互にトルク伝達可能なトルク伝達手段を設けてなる車両
用動力伝達装置において、前記トルク伝達手段が、一方
の回転軸廻りに回転可能に支持されたキャリヤ部材と、
相互に異なるピッチ円を有する第１ピニオン、第２ピニ
オン及び第３ピニオンを相互に相対回転不能に備えてキ
ャリヤ部材に回転可能に支持された複数の３連ピニオン
部材と、第１ピニオンを他方の回転軸に連結する第１連
結手段と、第２ピニオンを前記一方の回転軸に連結する
第２連結手段と、第３ピニオンを固定部材に連結してキ
ャリヤ部材を前記一方の回転軸に対し増速する第３連結
手段と、キャリヤ部材を固定部材に連結してキャリヤ部
材を前記一方の回転軸に対し減速する第４連結手段とか
ら構成されたことを特徴とする。SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, a first aspect of the present invention is a power transmission for a vehicle, comprising torque transmission means capable of mutually transmitting torque between two rotating shafts. A carrier member rotatably supported around one rotation axis;
A plurality of triple pinion members rotatably supported by a carrier member with a first pinion, a second pinion, and a third pinion having mutually different pitch circles so as not to rotate relative to each other; a first connecting means for connecting the rotary shaft, and a second connecting means for connecting the second pinion to said one of the rotating shaft, by connecting the third pinion to the fixing member key
A third connecting means for accelerating to the one rotating shaft Yariya member, the carrier unit and connecting the carrier member to a fixed member
And fourth connecting means for reducing the speed of the member with respect to the one of the rotating shafts .
【０００７】また請求項２に記載された発明は、請求項
１の構成に加えて、３連ピニオン部材は一体成形される
とともにキャリヤ部材の円周上に等間隔でＮ個（Ｎ＝
２，３，４，５，６…）配置されており、第１ピニオ
ン、第２ピニオン及び第３ピニオンの歯数はＭ，２Ｍ，
３Ｍ，４Ｍ，５Ｍ…（Ｍ＝第１、第２、第３ピニオンの
最小歯数）の何れかであり、第１ピニオンに噛合する第
１連結手段の第１サンギヤ、第２ピニオンに噛合する第
２連結手段の第２サンギヤ及び第３ピニオンに噛合する
第３連結手段の第３サンギヤの歯数は２Ｎ，３Ｎ，４
Ｎ，５Ｎ，６Ｎ…の何れかであることを特徴とする。According to a second aspect of the present invention, in addition to the configuration of the first aspect, the triple pinion member is integrally formed and N pieces (N = N) are formed at equal intervals on the circumference of the carrier member.
2, 3, 4, 5, 6...), And the number of teeth of the first pinion, the second pinion, and the third pinion is M, 2M,
3M, 4M, 5M (M = the minimum number of teeth of the first, second, and third pinions), and meshes with the first sun gear and the second pinion of the first connecting means meshing with the first pinion. The number of teeth of the third sun gear of the third connection means meshing with the second sun gear and the third pinion of the second connection means is 2N, 3N, 4
N, 5N, 6N,...
【０００８】[0008]
【作用】請求項１の構成によれば、第３連結手段で第３
ピニオンを固定部材に連結して、一方の回転軸廻りに回
転可能なキャリヤ部材を該一方の回転軸に対し増速する
ことにより、一方の回転軸から他方の回転軸にトルクが
伝達され、また第４連結手段でキャリヤ部材を固定部材
に連結して該キャリヤ部材を該一方の回転軸に対し減速
することにより、他方の回転軸から一方の回転軸にトル
クが伝達される。また従来の遊星歯車装置を廃止しても
同一の機能を発揮することができ、部品点数の削減、装
置の小型化及び製造コストの削減が可能となる。According to the first aspect of the present invention, the third connecting means allows the third connecting means.
Connect the pinion to the fixed member and rotate it around one of the rotation axes.
By accelerating the rolling possible carrier member to one of the rotating shaft the torque from one rotating shaft to the other rotating shaft is transmitted, also by connecting the carrier member to the fixing member by the fourth coupling means the By reducing the speed of the carrier member with respect to the one rotating shaft, torque is transmitted from the other rotating shaft to the one rotating shaft. Further, even if the conventional planetary gear device is abolished, the same function can be exhibited, and the number of parts, the size of the device, and the manufacturing cost can be reduced.
【０００９】請求項２の構成によれば、組付時に３連ピ
ニオン部材を回転方向に位置決めしなくとも、第１ピニ
オン、第２ピニオン及び第３ピニオンをそれぞれ第１サ
ンギヤ、第２サンギヤ及び第３サンギヤに噛合させるこ
とができる。またＮ個の３連ピニオン部材を同一部材で
構成し、製造コストの削減を図ることができる。According to the second aspect of the present invention, the first pinion, the second pinion, and the third pinion can be respectively connected to the first sun gear, the second sun gear, and the second pinion without positioning the triple pinion member in the rotation direction during assembly. It can be meshed with three sun gears. In addition, the N triple pinion members are formed of the same member, so that the manufacturing cost can be reduced.
【００１０】[0010]
【実施例】以下、図面に基づいて本発明の実施例を説明
する。Embodiments of the present invention will be described below with reference to the drawings.
【００１１】図１〜図４は本発明の一実施例を示すもの
で、図１はフロントエンジン・フロントドライブ車の動
力伝達系を示すスケルトン図、図２はピニオン及びサン
ギヤの歯数の関係を示す図、図３は右旋回時の作用説明
図、図４は左旋回時の作用説明図である。1 to 4 show an embodiment of the present invention. FIG. 1 is a skeleton diagram showing a power transmission system of a front engine / front drive vehicle, and FIG. 2 is a diagram showing the relationship between the number of teeth of a pinion and a sun gear. FIG. 3 is an explanatory diagram of the operation at the time of turning right, and FIG. 4 is an explanatory diagram of the operation at the time of turning left.
【００１２】図１に示すように、車体前部に横置きに搭
載したエンジンＥの右端にトランスミッションＭが接続
されており、これらエンジンＥ及びトランスミッション
Ｍの後部にトルク伝達手段Ｔが配設される。トルク伝達
手段Ｔの左端及び右端から左右に延出する左車軸ＡL 及
び右車軸ＡR には、それぞれ左前輪ＷFL及び右前輪Ｗ FR
が接続される。As shown in FIG. 1, the vehicle is mounted horizontally on the front of the vehicle body.
The transmission M is connected to the right end of the mounted engine E
The engine E and the transmission
Torque transmission means T is provided at the rear of M. Torque transmission
Left axle A extending left and right from the left and right ends of means TLPassing
And right axle ARThe left front wheel WFLAnd right front wheel W FR
Is connected.
【００１３】トルク伝達手段Ｔは、トランスミッション
Ｍから延びる入力軸１に設けた入力ギヤ２に噛合する外
歯ギヤ３から駆動力が伝達される差動装置Ｄを備える。
差動装置Ｄはダブルピニオン式の遊星歯車機構よりな
り、前記外歯ギヤ３と一体に形成されたリングギヤ４
と、このリングギヤ４の内部に同軸に配設されたサンギ
ヤ５と、前記リングギヤ４に噛合するアウタプラネタリ
ギヤ６及び前記サンギヤ５に噛合するインナプラネタリ
ギヤ７を、それらが相互に噛合する状態で支持するプラ
ネタリキャリヤ８とから構成される。前記差動装置Ｄ
は、そのリングギヤ４が入力要素として機能するととも
に、一方の出力要素として機能するサンギヤ５が左出力
軸９L を介して左前輪ＷFLに接続され、また他方の出力
要素として機能するプラネタリキャリヤ８が右出力軸９
R を介して右前輪ＷFRに接続される。左出力軸９L 及び
右出力軸９R は、本発明における回転軸を構成する。The torque transmitting means T includes a differential device D to which a driving force is transmitted from an external gear 3 meshing with an input gear 2 provided on an input shaft 1 extending from a transmission M.
The differential device D is composed of a double pinion type planetary gear mechanism, and a ring gear 4 formed integrally with the external gear 3.
A planetary gear that supports a sun gear 5 coaxially disposed inside the ring gear 4, an outer planetary gear 6 meshing with the ring gear 4, and an inner planetary gear 7 meshing with the sun gear 5 in a state where they mesh with each other. And a carrier 8. The differential device D
Has its ring gear 4 functions as an input element, a sun gear 5 which functions as one output element is connected to the left front wheel W FL via the left output shaft 9 L, also the planetary carrier 8 functioning as the other output element Is the right output shaft 9
Connected to the right front wheel W FR via R. Left output shaft 9 L and the right output shaft 9 R constitutes the rotation axis in the present invention.
【００１４】左出力軸９L の外周に回転自在に支持され
たキャリヤ部材１１は、円周方向に９０°間隔で配置さ
れた４本のピニオン軸１２を備えており、第１ピニオン
１３、第２ピニオン１４及び第３ピニオン１５を一体に
形成した３連ピニオン部材１６が、各ピニオン軸１２に
それぞれ回転自在に支持される。３連ピニオン部材１６
の数Ｎは実施例では４個であるが、その数は４個に限定
されず２個以上であれば良い（Ｎ＝２，３，４，５，６
…）。The carrier member 11 rotatably supported on the outer periphery of the left output shaft 9 L is provided with four pinion shafts 12 arranged at 90 ° intervals in the circumferential direction. A triple pinion member 16 integrally formed with a two pinion 14 and a third pinion 15 is rotatably supported on each pinion shaft 12. Triple pinion member 16
Is four in the embodiment, but the number is not limited to four and may be two or more (N = 2, 3, 4, 5, 6
…).
【００１５】左出力軸９L の外周に回転自在に支持され
て前記第１ピニオン１３に噛合する第１サンギヤ１７
は、差動装置Ｄのプラネタリキャリヤ８に連結される。
また左出力軸９L の外周に固定された第２サンギヤ１８
は前記第２ピニオン１４に噛合する。更に、左出力軸９
L の外周に回転自在に支持された第３サンギヤ１９は前
記第３ピニオン１５に噛合する。A first sun gear 17 rotatably supported on the outer periphery of the left output shaft 9 L and meshing with the first pinion 13.
Are connected to the planetary carrier 8 of the differential D.
The second sun gear 18 fixed to the outer periphery of the left output shaft 9 L
Meshes with the second pinion 14. Further, the left output shaft 9
A third sun gear 19 rotatably supported on the outer periphery of L meshes with the third pinion 15.
【００１６】実施例における第１ピニオン１３、第２ピ
ニオン１４、第３ピニオン１５、第１サンギヤ１７、第
２サンギヤ１８及び第３サンギヤ１９の歯数は以下のと
おりである。The numbers of teeth of the first pinion 13, the second pinion 14, the third pinion 15, the first sun gear 17, the second sun gear 18, and the third sun gear 19 in the embodiment are as follows.
【００１７】第１ピニオン１３の歯数 Ｚ2 ＝１７ 第２ピニオン１４の歯数 Ｚ4 ＝１７ 第３ピニオン１５の歯数 Ｚ6 ＝３４ 第１サンギヤ１７の歯数 Ｚ1 ＝３２ 第２サンギヤ１８の歯数 Ｚ3 ＝２８ 第３サンギヤ１９の歯数 Ｚ5 ＝３２ 尚、相互に噛合する第１ピニオン１３及び第１サンギヤ
１７のモジュールを一致させ、相互に噛合する第２ピニ
オン１４及び第２サンギヤ１８のモジュールを一致さ
せ、且つ相互に噛合する第３ピニオン１５及び第３サン
ギヤ１９のモジュールを一致させれば、第１ピニオン１
３、第２ピニオン１４、第３ピニオン１５、第１サンギ
ヤ１７、第２サンギヤ１８及び第３サンギヤ１９のモジ
ュールを全て一致させる必要はない。The number of teeth of the first pinion 13 Z 2 = 17 The number of teeth of the second pinion 14 Z 4 = 17 The number of teeth of the third pinion 15 Z 6 = 34 The number of teeth of the first sun gear 17 Z 1 = 32 The second sun gear The number of teeth Z 3 = 28 The number of teeth of the third sun gear 19 Z 5 = 32 The modules of the first pinion 13 and the first sun gear 17 meshing with each other are matched, and the second pinion 14 and the second pinion meshing with each other. If the modules of the second sun gear 18 are matched and the modules of the third pinion 15 and the third sun gear 19 that mesh with each other are matched, the first pinion 1
It is not necessary to match all the modules of the third pinion 14, the third pinion 15, the first sun gear 17, the second sun gear 18, and the third sun gear 19.
【００１８】図２から明らかなように、第１ピニオン１
３、第２ピニオン１４及び第３ピニオン１５の歯数は、
それらの最小歯数をＭとすると、Ｍ，２Ｍ，３Ｍ，４
Ｍ，５Ｍ…の何れかとなるように設定される。即ち、実
施例では前記最小歯数Ｍは第１ピニオン１３及び第２ピ
ニオン１４のＭ＝１７であり、第３ピニオン１５の歯数
は２Ｍ＝３４となるように設定される。As apparent from FIG. 2, the first pinion 1
3, the number of teeth of the second pinion 14 and the third pinion 15 is
Assuming that the minimum number of teeth is M, M, 2M, 3M, 4
M, 5M,... Are set. That is, in the embodiment, the minimum number of teeth M is set such that M = 17 for the first pinion 13 and the second pinion 14, and the number of teeth for the third pinion 15 is set to 2M = 34.
【００１９】第１ピニオン１３、第２ピニオン１４及び
第３ピニオン１５の歯数を上述の如く設定することによ
り、３連ピニオン部材１６の第１、第２、第３ピニオン
１３，１４，１５のそれぞれの歯の位相を円周方向に揃
えることができる。これにより、３連ピニオン部材１６
の組付時に、第１、第２、第３ピニオン１３，１４，１
５をそれぞれ第１、第２、第３サンギヤ１７，１８，１
９に噛合させる際に、３連ピニオン部材１６の回転方向
の位置決めが不要になって組付性が大幅に向上する。By setting the number of teeth of the first pinion 13, the second pinion 14, and the third pinion 15 as described above, the first, second, and third pinions 13, 14, 15 of the triple pinion member 16 are set. The phase of each tooth can be aligned in the circumferential direction. Thereby, the triple pinion member 16
When assembling, the first, second, and third pinions 13, 14, 1
5 with the first, second, and third sun gears 17, 18, 1
When the third pinion member 16 is meshed with the pinion 9, the positioning in the rotational direction of the triple pinion member 16 becomes unnecessary, and the assemblability is greatly improved.
【００２０】また、第１サンギヤ１７、第２サンギヤ１
８及び第３サンギヤ１９の歯数は、３連ピニオン部材１
６の数Ｎに基づいて、Ｎの倍数であるＮ，２Ｎ，３Ｎ，
４Ｎ，５Ｎ…の何れかとなるように設定される。即ち、
実施例ではＮ＝４であり、第１サンギヤ１７及び第３サ
ンギヤ１９の歯数は８Ｎ＝３２に設定されるとともに、
第２サンギヤ１８の歯数は７Ｎ＝２８に設定される。The first sun gear 17 and the second sun gear 1
8 and the third sun gear 19 have three teeth.
6, a multiple of N, N, 2N, 3N,
4N, 5N,.... That is,
In the embodiment, N = 4, the number of teeth of the first sun gear 17 and the third sun gear 19 is set to 8N = 32,
The number of teeth of the second sun gear 18 is set to 7N = 28.
【００２１】第１サンギヤ１７、第２サンギヤ１８及び
第３サンギヤ１９の歯数を上述のように設定することに
より、第１、第２、第３サンギヤ１７，１８，１９の円
周方向に９０°離間した４つの位置、即ち４本の３連ピ
ニオン部材１６が噛合する位置において、第１、第２、
第３サンギヤ１７，１８，１９のそれぞれの歯の位相を
一致させることができる。その結果、第１、第２、第３
ピニオン１３，１４，１５の歯の位相をそれぞれ異なら
せた複数種類の３連ピニオン１６を製造する必要がなく
なり、４個の３連ピニオン１６に同一部材を使用するこ
とが可能となって製造コストの削減が可能となる。By setting the number of teeth of the first sun gear 17, the second sun gear 18, and the third sun gear 19 as described above, the number of teeth in the circumferential direction of the first, second, and third sun gears 17, 18, and 19 is increased. At four positions separated from each other, that is, at positions where the four triple pinion members 16 mesh with each other, the first, second,
The phases of the teeth of the third sun gears 17, 18, and 19 can be matched. As a result, the first, second, third
There is no need to manufacture a plurality of types of triple pinions 16 in which the phases of the teeth of the pinions 13, 14, and 15 are respectively different, and the same member can be used for four triple pinions 16, and the manufacturing cost is increased. Can be reduced.
【００２２】而して、第１サンギヤ１７及びプラネタリ
キャリヤ８は第１ピニオン１３を右出力軸９R に連結す
る第１連結手段を構成し、第２サンギヤ１８は第２ピニ
オン１４を左出力軸９L に連結する第２連結手段を構成
する。[0022] In Thus, the first sun gear 17 and the planetary carrier 8 constitutes a first connecting means for connecting the first pinion 13 to the right output shaft 9 R, the second sun gear 18 left output shaft of the second pinion 14 constituting the second coupling means for coupling to 9 L.
【００２３】第３サンギヤ１９は増速用クラッチＣａを
介してケーシング２０に結合可能である。第３サンギヤ
１９及び増速用クラッチＣａは本発明の第３連結手段を
構成するもので、増速用クラッチＣａの係合によってキ
ャリヤ部材１１の回転数を増速する。The third sun gear 19 can be connected to the casing 20 via a speed increasing clutch Ca. The third sun gear 19 and the speed increasing clutch Ca constitute third connection means of the present invention, and increase the rotation speed of the carrier member 11 by engaging the speed increasing clutch Ca.
【００２４】キャリヤ部材１１は減速用クラッチＣｄを
介してケーシング２０に結合可能である。減速用クラッ
チＣｄは本発明の第４連結手段を構成するもので、その
係合によってキャリヤ部材１１の回転数を減速する。The carrier member 11 can be connected to the casing 20 via a deceleration clutch Cd. The deceleration clutch Cd constitutes the fourth connecting means of the present invention, and reduces the rotation speed of the carrier member 11 by the engagement thereof.
【００２５】そして、前記減速用油圧クラッチＣｄ及び
増速用油圧クラッチＣａは、車速Ｖや操舵角θが入力さ
れる電子制御ユニット２３により油圧回路２４を介して
制御される。The deceleration hydraulic clutch Cd and the speed-increasing hydraulic clutch Ca are controlled via a hydraulic circuit 24 by an electronic control unit 23 to which the vehicle speed V and the steering angle θ are input.
【００２６】次に、前述の構成を備えた本発明の実施例
の作用について説明する。Next, the operation of the embodiment of the present invention having the above-described configuration will be described.
【００２７】車両の直進走行時には減速用油圧クラッチ
Ｃｄ及び増速用油圧クラッチＣａが共に非係合状態とさ
れる。これにより、キャリヤ部材１１及び第３サンギヤ
１９の拘束が解除され、左車軸９L 、右車軸９R 、差動
装置Ｄのプラネタリキャリヤ８及びキャリヤ部材１１は
全て一体となって回転する。このとき、図１に斜線を施
した矢印で示したように、エンジンＥのトルクは差動装
置Ｄから左右の前輪Ｗ FL，ＷFRに均等に伝達される。When the vehicle is running straight, a deceleration hydraulic clutch is used.
Cd and the speed increasing hydraulic clutch Ca are both disengaged.
It is. Thereby, the carrier member 11 and the third sun gear
19 is released and the left axle 9L, Right axle 9R, Differential
The planetary carrier 8 and the carrier member 11 of the device D
All rotate together. At this time, hatching is applied to FIG.
As indicated by the arrow, the torque of the engine E is
From front D to front left and right FL, WFRTransmitted evenly.
【００２８】さて、車両の右旋回時には、図３に示すよ
うに電子制御ユニット２３及び油圧回路２４を介して減
速用油圧クラッチＣｄが係合し、キャリヤ部材１１をケ
ーシング２０に結合して停止させる。このとき、左前輪
ＷFLと一体の左出力軸９L と、右前輪ＷFRと一体の右出
力軸９R （即ち、差動装置Ｄのプラネタリキャリヤ８）
とは、第２サンギヤ１８、第２ピニオン１４、第１ピニ
オン１３及び第１サンギヤ１７を介して連結されている
ため、左前輪ＷFLの回転数ＮL は右前輪ＷFRの回転数Ｎ
R に対して次式の関係で増速される。When the vehicle is turning right, the deceleration hydraulic clutch Cd is engaged via the electronic control unit 23 and the hydraulic circuit 24 as shown in FIG. 3, and the carrier member 11 is connected to the casing 20 and stopped. Let it. At this time, the left output shaft 9 L integrated with the left front wheel W FL and the right output shaft 9 R integrated with the right front wheel W FR (that is, the planetary carrier 8 of the differential device D)
Is connected via the second sun gear 18, the second pinion 14, the first pinion 13, and the first sun gear 17, so that the rotation speed N L of the left front wheel W FL becomes equal to the rotation speed N of the right front wheel W FR.
The speed is increased with respect to R according to the following equation.
【００２９】[0029]
【数１】 (Equation 1)
【００３０】上述のようにして、左前輪ＷFLの回転数Ｎ
L が右前輪ＷFRの回転数ＮR に対して増速されると、図
３に斜線を施した矢印で示したように、旋回内輪である
右前輪ＷFRのトルクの一部を旋回外輪である左前輪ＷFL
に伝達することができる。As described above, the rotation speed N of the left front wheel W FL
When L is increased relative to the rotational rate N R of the right front wheel W FR, as indicated by the hatched arrow in FIG. 3, turning outer part of the torque of an inner wheel right front wheel W FR Left front wheel W FL
Can be transmitted to
【００３１】尚、キャリヤ部材１１を減速用油圧クラッ
チＣｄにより停止させる代わりに、減速用油圧クラッチ
Ｃｄの係合力を適宜調整してキャリヤ部材１１の回転数
を減速すれば、その減速に応じて左前輪ＷFLの回転数Ｎ
L を右前輪ＷFRの回転数ＮRに対して増速し、旋回内輪
である右前輪ＷFRから旋回外輪である左前輪ＷFLに任意
のトルクを伝達することができる。Instead of stopping the carrier member 11 with the deceleration hydraulic clutch Cd, the engagement force of the deceleration hydraulic clutch Cd is appropriately adjusted to reduce the number of rotations of the carrier member 11. Rotation speed N of front wheel W FL
Increasing the L relative to the rotational speed N R of the right front wheel W FR Hayashi, it is possible to transmit any torque to the left front wheel W FL as a turning-outer right front wheel W FR as a turning-inner.
【００３２】一方、車両の左旋回時には、図４に示すよ
うに電子制御ユニット２３及び油圧回路２４を介して増
速用油圧クラッチＣａが係合し、第３ピニオン１５が第
３サンギヤ１９を介してケーシング２０に結合される。
その結果、左出力軸９L の回転数に対してキャリヤ部材
１１の回転数が増速され、右前輪ＷFRの回転数ＮR は左
前輪ＷFLの回転数ＮL に対して次式の関係で増速され
る。On the other hand, when the vehicle turns to the left, the speed increasing hydraulic clutch Ca is engaged via the electronic control unit 23 and the hydraulic circuit 24 as shown in FIG. 4, and the third pinion 15 is connected via the third sun gear 19. To the casing 20.
As a result, the rotational speed of the carrier member 11 is increased relative to the rotational rate of the left output shaft 9 L, the right front wheel W FR rotational speed N R is the following formula with respect to the rotational speed N L of the left front wheel W FL Speeded up in relationship.
【００３３】[0033]
【数２】 (Equation 2)
【００３４】上述のようにして、右前輪ＷFRの回転数Ｎ
R が左前輪ＷFLの回転数ＮL に対して増速されると、図
４に斜線を施した矢印で示したように、旋回内輪である
左前輪ＷFLのトルクの一部を旋回外輪である右前輪ＷFR
に伝達することができる。この場合にも、増速用油圧ク
ラッチＣａの係合力を適宜調整してキャリヤ部材１１の
回転数を増速すれば、その増速に応じて右前輪ＷFRの回
転数ＮR を左前輪ＷFLの回転数ＮL に対して増速し、旋
回内輪である左前輪ＷFLから旋回外輪である右前輪ＷFR
に任意のトルクを伝達することができる。As described above, the rotation speed N of the right front wheel WFR
When R is increasing relative to the rotational rate N L of the left front wheel W FL, as indicated by the hatched arrow in FIG. 4, the pivot part of the torque of a turning inner front left wheel W FL outer Right front wheel W FR
Can be transmitted to In this case, when accelerating the rotation speed of the carrier member 11 by appropriately adjusting the engagement force of the hydraulic clutch Ca for speed increasing, the right front wheel W FR rotational speed N R of the left front wheel W in response to the speed increasing The speed is increased with respect to the rotation speed NL of the FL , and the left front wheel W FL which is the inner turning wheel is shifted from the right front wheel W FR which is the outer turning wheel
Any torque can be transmitted to the motor.
【００３５】（１）式及び（２）式を比較すると明らか
なように、第１ピニオン１３、第２ピニオン１４、第３
ピニオン１５、第１サンギヤ１７、第２サンギヤ１８及
び第３サンギヤ１９の歯数を前述の如く設定したことに
より、右前輪ＷFRから左前輪ＷFLへの増速率（約１．１
４３）と、左前輪ＷFLから右前輪ＷFRへの増速率（約
１．１６７）とを略等しくすることができる。As is clear from the comparison of the equations (1) and (2), the first pinion 13, the second pinion 14,
By setting the number of teeth of the pinion 15, the first sun gear 17, the second sun gear 18, and the third sun gear 19 as described above, the speed increase rate from the right front wheel W FR to the left front wheel W FL (about 1.1)
43) can be made substantially equal to the speed increase rate (about 1.167) from the left front wheel W FL to the right front wheel W FR .
【００３６】而して、第１ピニオン１３、第２ピニオン
１４、第３ピニオン１５、第１サンギヤ１７、第２サン
ギヤ１８及び第３サンギヤ１９の歯数を前述した条件を
満たすように設定したうえで、（１）式及び（２）式の
増速率が１．０５〜１．２０の範囲に収まるように設定
すれば、減速用油圧クラッチＣｄ及び増速用油圧クラッ
チＣａの係合力を調整することにより、車両の通常の走
行条件における左右前輪ＷFL，ＷFR間のトルク配分を自
由に行うことが可能である。即ち、車両の中低速走行時
には旋回外輪に旋回内輪よりも大きなトルクを伝達して
旋回性能を向上させ、また高速走行時には前記中低速走
行時に比べて旋回外輪に伝達されるトルクを少なめにし
て走行安定性能を向上させることが可能である。The number of teeth of the first pinion 13, the second pinion 14, the third pinion 15, the first sun gear 17, the second sun gear 18, and the third sun gear 19 are set so as to satisfy the above-described conditions. If the speed increase rates of the equations (1) and (2) are set to fall within the range of 1.05 to 1.20, the engagement forces of the deceleration hydraulic clutch Cd and the speed increase hydraulic clutch Ca are adjusted. Thus, it is possible to freely distribute the torque between the left and right front wheels W FL and W FR under the normal running conditions of the vehicle. That is, when the vehicle is running at low speed, the turning performance is improved by transmitting a larger torque to the turning outer wheel than at the turning inner wheel, and when the vehicle is running at high speed, the torque transmitted to the turning outer wheel is smaller than that during the low speed running. It is possible to improve the stability performance.
【００３７】本実施例によれば、キャリヤ部材１１を増
速するために従来必要であった遊星歯車装置が不要にな
り、その機能を第３ピニオン１５及び第３サンギヤ１９
の僅か２部材で補うことができるため、部品点数の削
減、装置の小型化及び製造コストの削減が可能となる。According to the present embodiment, the planetary gear device conventionally required for increasing the speed of the carrier member 11 becomes unnecessary, and its function is changed to the third pinion 15 and the third sun gear 19.
Can be supplemented with only two members, so that the number of parts can be reduced, the size of the apparatus can be reduced, and the manufacturing cost can be reduced.
【００３８】以上、本発明の実施例を詳述したが、本発
明はその要旨を逸脱しない範囲で種々の設計変更を行う
ことが可能である。Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.
【００３９】例えば、本発明の車両用動力伝達装置は左
右の駆動輪間のトルク伝達用に限定されず、四輪駆動車
両における前後の駆動輪間のトルク伝達用としても用い
ることができ、更に非駆動輪間の動力伝達装置としても
用いることができる。また、減速用油圧クラッチＣｄ及
び増速用油圧クラッチＣａを電磁クラッチや流体カップ
リングに置き換えることも可能である。また、実施例で
は減速用油圧クラッチＣｄをキャリヤ部材１１の右端に
配置しているが、それをキャリヤ部材１１の左端に配置
することも可能である。For example, the vehicle power transmission device of the present invention is not limited to transmitting torque between left and right driving wheels, but can also be used for transmitting torque between front and rear driving wheels in a four-wheel drive vehicle. It can also be used as a power transmission device between non-driven wheels. Further, the deceleration hydraulic clutch Cd and the speed-increasing hydraulic clutch Ca can be replaced with an electromagnetic clutch or a fluid coupling. Further, in the embodiment, the deceleration hydraulic clutch Cd is arranged at the right end of the carrier member 11, but it may be arranged at the left end of the carrier member 11.
【００４０】[0040]
【発明の効果】以上のように、請求項１に記載された発
明によれば、第３連結手段で第３ピニオンを固定部材に
連結して、一方の回転軸廻りに回転可能なキャリヤ部材
を該一方の回転軸に対し増速し、また第４連結手段でキ
ャリヤ部材を固定部材に連結して該キャリヤ部材を該一
方の回転軸に対し減速することにより、両回転軸間で自
由にトルクを分配することができる。しかも、従来必要
であった遊星歯車装置を廃止することができるため、部
品点数の削減、装置の小型化及び製造コストの削減を図
ることができる。As described above, according to the first aspect of the present invention, the third pinion is connected to the fixed member by the third connecting means, and the carrier member is rotatable around one of the rotation axes.
Is increased with respect to the one rotating shaft , and the carrier member is connected to the fixed member by fourth connecting means to connect the carrier member to the one
By reducing the speed with respect to one of the rotating shafts , torque can be freely distributed between the two rotating shafts. In addition, since the planetary gear device which has been conventionally required can be eliminated, the number of parts can be reduced, the device can be downsized, and the manufacturing cost can be reduced.
【００４１】また請求項２に記載された発明によれば、
第１ピニオン、第２ピニオン及び第３ピニオンの歯数を
Ｍ，２Ｍ，３Ｍ，４Ｍ，５Ｍ…の何れかとしたことによ
り、各ピニオンの歯の位相を円周方向に揃えることがで
き、これにより３連ピニオン部材を組み付ける際に、そ
の回転方向の位置決めが不要になって組付性が大幅に向
上する。また、第１サンギヤ、第２サンギヤ及び第３サ
ンギヤの歯数を２Ｎ，３Ｎ，４Ｎ，５Ｎ，６Ｎ…の何れ
かとしたことにより、複数の３連ピニオンを全て同一部
材としても第１ピニオン、第２ピニオン及び第３ピニオ
ンを第１サンギヤ、第２サンギヤ及び第３サンギヤに噛
合させることが可能となり、これにより３連ピニオンの
製造コストを削減することができる。According to the invention described in claim 2,
By setting the number of teeth of the first pinion, the second pinion, and the third pinion to any one of M, 2M, 3M, 4M, 5M,..., The phases of the teeth of each pinion can be aligned in the circumferential direction. When assembling the triple pinion member, positioning in the rotation direction is not required, and assemblability is greatly improved. Further, by setting the number of teeth of the first sun gear, the second sun gear, and the third sun gear to any one of 2N, 3N, 4N, 5N, 6N,..., The first pinion, the third pinion, and the third pinion The two pinion and the third pinion can be meshed with the first sun gear, the second sun gear, and the third sun gear, so that the production cost of the triple pinion can be reduced.
【図１】フロントエンジン・フロントドライブ車の動力
伝達系を示すスケルトン図FIG. 1 is a skeleton diagram showing a power transmission system of a front engine / front drive vehicle.
【図２】ピニオン及びサンギヤの歯数の関係を示す図FIG. 2 is a diagram showing the relationship between the number of teeth of a pinion and a sun gear.
【図３】右旋回時の作用説明図FIG. 3 is an explanatory diagram of an operation when turning right.
【図４】左旋回時の作用説明図FIG. 4 is an explanatory diagram of an operation when turning left.
８ プラネタリキャリヤ（第１連結手段） ９L 左出力軸（回転軸） ９R 右出力軸（回転軸） １１ キャリヤ部材 １３ 第１ピニオン １４ 第２ピニオン １５ 第３ピニオン １６ ３連ピニオン部材 １７ 第１サンギヤ（第１連結手段） １８ 第２サンギヤ（第２連結手段） １９ 第３サンギヤ（第４連結手段） ２０ ケーシング（固定部材） Ｃａ 増速用油圧クラッチ（第３連結手段） Ｃｄ 減速用油圧クラッチ（第４連結手段） Ｔ トルク伝達手段Reference Signs List 8 planetary carrier (first connecting means) 9 L left output shaft (rotating shaft) 9 R right output shaft (rotating shaft) 11 carrier member 13 first pinion 14 second pinion 15 third pinion 16 triple pinion member 17 first Sun gear (first connecting means) 18 second sun gear (second connecting means) 19 third sun gear (fourth connecting means) 20 casing (fixing member) Ca Pressure increasing hydraulic clutch (third connecting means) Cd deceleration hydraulic clutch (Fourth connection means) T torque transmission means
フロントページの続き (56)参考文献 特開 平４−321435（ＪＰ，Ａ) 特開 平５−345535（ＪＰ，Ａ) 特開 昭53−53836（ＪＰ，Ａ) 特開 平５−131855（ＪＰ，Ａ) 特開 平５−172199（ＪＰ，Ａ) 特開 平５−208623（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) F16H 48/20 F16H 48/10 F16H 3/44 - 3/78 Continuation of the front page (56) References JP-A-4-321435 (JP, A) JP-A-5-345535 (JP, A) JP-A-53-53836 (JP, A) JP-A-5-131855 (JP) JP-A-5-172199 (JP, A) JP-A-5-208623 (JP, A) (58) Fields investigated (Int. Cl. 7 , DB name) F16H 48/20 F16H 48/10 F16H 3/44-3/78
Claims (2)
トルク伝達可能なトルク伝達手段（Ｔ）を設けてなる車
両用動力伝達装置において、 前記トルク伝達手段（Ｔ）が、 一方の回転軸（９L ）廻りに回転可能に支持されたキャ
リヤ部材（１１）と、 相互に異なるピッチ円を有する第１ピニオン（１３）、
第２ピニオン（１４）及び第３ピニオン（１５）を相互
に相対回転不能に備えてキャリヤ部材（１１）に回転可
能に支持された複数の３連ピニオン部材（１６）と、 第１ピニオン（１３）を他方の回転軸（９R ）に連結す
る第１連結手段（１７，８）と、 第２ピニオン（１４）を前記一方の回転軸（９L ）に連
結する第２連結手段（１８）と、 第３ピニオン（１５）を固定部材（２０）に連結してキ
ャリヤ部材（１１）を前記一方の回転軸（９ L ）に対し
増速する第３連結手段（１９，Ｃａ）と、 キャリヤ部材（１１）を固定部材（２０）に連結してキ
ャリヤ部材（１１）を前記一方の回転軸（９ L ）に対し
減速する第４連結手段（Ｃｄ）と、 から構成されたことを特徴とする、車両用動力伝達装
置。1. A vehicle power transmission device comprising a torque transmission means (T) capable of mutually transmitting torque between two rotating shafts (9 L , 9 R ), wherein the torque transmission means (T) comprises: A carrier member (11) rotatably supported about one rotation axis (9 L ), a first pinion (13) having mutually different pitch circles,
A plurality of triple pinion members (16) rotatably supported by the carrier member (11) with the second pinion (14) and the third pinion (15) non-rotatably relative to each other; and a first pinion (13). ) and the other rotational shaft (9 first connecting means for connecting the R) (seventeen to nineteen), second connecting means for connecting to the one of the rotating shaft and the second pinion (14) (9 L) (18) When, a third pinion (15) coupled to the fixing member (20) key
The carrier member (11) with respect to the one rotating shaft (9 L ).
A third connecting means for accelerating (19, Ca), and connected to the fixing member to the carrier member (11) (20) key
The carrier member (11) with respect to the one rotating shaft (9 L ).
And a fourth coupling means (Cd) for decelerating ; and a power transmission device for a vehicle.
れるとともにキャリヤ部材（１１）の円周上に等間隔で
Ｎ個（Ｎ＝２，３，４，５，６…）配置されており、 第１ピニオン（１３）、第２ピニオン（１４）及び第３
ピニオン（１５）の歯数はＭ，２Ｍ，３Ｍ，４Ｍ，５Ｍ
…（Ｍ＝第１、第２、第３ピニオン（１３，１４，１
５）の最小歯数）の何れかであり、 第１ピニオン（１３）に噛合する第１連結手段の第１サ
ンギヤ（１７）、第２ピニオン（１４）に噛合する第２
連結手段の第２サンギヤ（１８）及び第３ピニオン（１
５）に噛合する第３連結手段の第３サンギヤ（１９）の
歯数は２Ｎ，３Ｎ，４Ｎ，５Ｎ，６Ｎ…の何れかである
ことを特徴とする、請求項１記載の車両用動力伝達装
置。2. The three-pinion member (16) is integrally formed and N pieces (N = 2, 3, 4, 5, 6,...) Are arranged at equal intervals on the circumference of the carrier member (11). The first pinion (13), the second pinion (14) and the third
The number of teeth of the pinion (15) is M, 2M, 3M, 4M, 5M
... (M = first, second, third pinion (13, 14, 1)
5), the first sun gear (17) of the first connecting means meshing with the first pinion (13), and the second gear meshing with the second pinion (14).
The second sun gear (18) and the third pinion (1)
The vehicle power transmission according to claim 1, wherein the number of teeth of the third sun gear (19) of the third connecting means meshing with (5) is any one of 2N, 3N, 4N, 5N, 6N .... apparatus.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06251869A JP3104157B2 (en) | 1994-10-18 | 1994-10-18 | Power transmission device for vehicles |
| US08/497,557 US5692987A (en) | 1994-07-05 | 1995-06-30 | Power transmitting system for vehicle |
| DE19524547A DE19524547C2 (en) | 1994-07-05 | 1995-07-05 | Torque transmission system for a vehicle |
| GB9513740A GB2291148B (en) | 1994-07-05 | 1995-07-05 | Power transmitting system for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06251869A JP3104157B2 (en) | 1994-10-18 | 1994-10-18 | Power transmission device for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08114255A JPH08114255A (en) | 1996-05-07 |
| JP3104157B2 true JP3104157B2 (en) | 2000-10-30 |
Family
ID=17229148
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP06251869A Expired - Fee Related JP3104157B2 (en) | 1994-07-05 | 1994-10-18 | Power transmission device for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3104157B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013065636A1 (en) | 2011-11-02 | 2013-05-10 | 本田技研工業株式会社 | Motive power device |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19741207B4 (en) * | 1996-10-16 | 2008-06-26 | Linde Material Handling Gmbh | drive axle |
| JP3373373B2 (en) * | 1996-11-08 | 2003-02-04 | 本田技研工業株式会社 | Driving force distribution device |
| JPH1191382A (en) * | 1997-09-18 | 1999-04-06 | Linde Ag | Driving axle |
| JP4727026B2 (en) * | 2000-08-30 | 2011-07-20 | 日立オートモティブシステムズ株式会社 | Transmission mechanism and vehicle equipped with the same |
| JP2002206567A (en) * | 2001-01-12 | 2002-07-26 | Honda Motor Co Ltd | Electromagnetic clutch structure in driving force distributing device |
| JP2002206568A (en) * | 2001-01-12 | 2002-07-26 | Honda Motor Co Ltd | Electromagnetic clutch structure in driving force distributing device |
| JP2007040523A (en) | 2005-07-08 | 2007-02-15 | Honda Motor Co Ltd | Driving force distribution device for vehicle |
| JP2019105311A (en) * | 2017-12-13 | 2019-06-27 | 本田技研工業株式会社 | Force distribution device |
-
1994
- 1994-10-18 JP JP06251869A patent/JP3104157B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013065636A1 (en) | 2011-11-02 | 2013-05-10 | 本田技研工業株式会社 | Motive power device |
| US9248732B2 (en) | 2011-11-02 | 2016-02-02 | Honda Motor Co., Ltd. | Power plant |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH08114255A (en) | 1996-05-07 |
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