JPH01233124A - Front/rear wheel driving device for vehicle - Google Patents
Front/rear wheel driving device for vehicleInfo
- Publication number
- JPH01233124A JPH01233124A JP63061668A JP6166888A JPH01233124A JP H01233124 A JPH01233124 A JP H01233124A JP 63061668 A JP63061668 A JP 63061668A JP 6166888 A JP6166888 A JP 6166888A JP H01233124 A JPH01233124 A JP H01233124A
- Authority
- JP
- Japan
- Prior art keywords
- speed increasing
- speed
- vehicle
- steering
- clutch
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 26
- 230000008859 change Effects 0.000 claims abstract description 20
- 230000002123 temporal effect Effects 0.000 claims description 5
- 230000007423 decrease Effects 0.000 claims description 3
- 230000004043 responsiveness Effects 0.000 abstract description 6
- 238000001514 detection method Methods 0.000 abstract 2
- 230000008878 coupling Effects 0.000 description 15
- 238000010168 coupling process Methods 0.000 description 15
- 238000005859 coupling reaction Methods 0.000 description 15
- 238000010586 diagram Methods 0.000 description 12
- 230000007246 mechanism Effects 0.000 description 12
- 238000000034 method Methods 0.000 description 9
- 230000008569 process Effects 0.000 description 8
- 230000006870 function Effects 0.000 description 6
- 230000008901 benefit Effects 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 4
- 230000001105 regulatory effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- SAZUGELZHZOXHB-UHFFFAOYSA-N acecarbromal Chemical compound CCC(Br)(CC)C(=O)NC(=O)NC(C)=O SAZUGELZHZOXHB-UHFFFAOYSA-N 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
-
- 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
- F16H48/12—Differential gearings without gears having orbital motion
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野コ
本発明は、左右の従駆動輪へのトルク伝達量が夫々変化
可能なトルク伝達クラッチを設けるとともに、従駆動輪
側への動力伝達経路に変速可能な増速装置を設けた車両
の前後輪駆動装置 （以下に４ＷＤ装置と略称する）に
関するものである。[Detailed Description of the Invention] [Industrial Field of Application] The present invention provides a torque transmission clutch that can change the amount of torque transmitted to the left and right driven wheels, and a power transmission path to the driven wheels. The present invention relates to a front and rear wheel drive system (hereinafter abbreviated as a 4WD system) for a vehicle equipped with a variable speed increasing device.
［従来の技術］
本出願人は特願昭６３−７８４５号にて、主駆動輪と従
駆動輪を備え、従駆動輪側の左右輪へのトルク伝達量が
夫々変化可能なトルク伝達クラッチを設けた前後輪駆動
車 （以下に４ＷＤ車と略称する）において、従駆動輪
側への動力伝達経路に変速可能な増速装置を設けたもの
を提案した。[Prior Art] In Japanese Patent Application No. 63-7845, the present applicant has proposed a torque transmission clutch that is equipped with a main drive wheel and a subordinate drive wheel, and is capable of varying the amount of torque transmitted to the left and right wheels of the subordinate drive wheel. We proposed a front and rear wheel drive vehicle (hereinafter referred to as a 4WD vehicle) equipped with a speed changeable speed increasing device in the power transmission path to the driven drive wheels.
この４ＷＤ装置によれば、四輪を駆動する ４ＷＤ車の
メリットを損なうことなく、中低速域での旋回性能や高
速域での安定性等、車両の運動性能が高められる。According to this 4WD device, the driving performance of the vehicle, such as turning performance in medium and low speed ranges and stability in high speed ranges, can be improved without sacrificing the advantages of a 4WD vehicle that drives four wheels.
［発明が解決しようとする課題］
ところで、従駆動輪側への動力伝達経路に設りた増速装
置は旋回時に増速側に切り換える必要があるが、旋回状
態を検出してから切り換えていたのでは、制御にタイム
ラグが生じ、応答性の面で限界がある。[Problem to be solved by the invention] By the way, the speed increasing device installed in the power transmission path to the driven drive wheel side needs to be switched to the speed increasing side when turning, but the switching was done after detecting the turning state. In this case, there is a time lag in control and there is a limit in terms of responsiveness.
そこで本発明の目的は、前記のように左右の従駆動輪へ
のトルク伝達量が夫々変化可能なトルク伝達クラッチを
設りるとともに、従駆動輪側への動力伝達経路に変速可
能な増速装置を設りたＩＩＷＤ車において、増速装置の
切換作動を操舵状態に基づいて制御することて、旋回状
態を予測して制御のタイムラグをなくし、瞬時に増速装
置を切換作動して応答性に優れるようにした４ＷＤ装置
を提供することにある。Therefore, an object of the present invention is to provide a torque transmission clutch that can change the amount of torque transmitted to the left and right driven wheels as described above, and to provide a speed increasing transmission clutch that can change speed in the power transmission path to the driven wheels. In IIWD vehicles equipped with this device, by controlling the switching operation of the speed increaser based on the steering condition, it predicts the turning condition and eliminates the control time lag, and instantly switches the speed increaser to improve responsiveness. An object of the present invention is to provide a 4WD device that is excellent in performance.
［課題を解決するための手段］
以上の課題を達成すべく本発明は、主駆動輪と従駆動輪
を備え、従駆動輪側の左右輪へのトルク伝達量が夫々変
化可能なトルク伝達クラッチを設け、従駆動輪側への動
力伝達経路に変速可能な増速装置を設けた４ＷＤ車にお
いて、増速装置の変速制御を操舵状態に基づいて行う制
御装置を設けたこと、を特徴とする。[Means for Solving the Problems] In order to achieve the above-mentioned problems, the present invention provides a torque transmission clutch that includes a main drive wheel and a slave drive wheel, and is capable of varying the amount of torque transmitted to the left and right wheels on the slave drive wheel side. A 4WD vehicle is provided with a speed increasing device capable of changing speed in a power transmission path to a driven drive wheel side, and is characterized by being provided with a control device that performs speed change control of the speed increasing device based on a steering state. .
［作用］
操舵力や操舵角等の操舵状態に基づいて増速装置を切換
作動し、即ち旋回状態を予測してタイムラグのない制御
が行えるため、瞬時に増速装置を切換作動でき、応答性
に優れたものとなる。[Function] The speed increaser is switched based on steering conditions such as steering force and steering angle. In other words, the turning state is predicted and control is performed without time lag, so the speed increaser can be switched instantly and responsiveness is improved. Becomes excellent.
［実施例］ 以下に添イ」図面を基に実施例を説明する。[Example] Embodiments will be described below based on the accompanying drawings.
先ず本発明を適用する４ＷＤ車の基本構成から説明する
。First, the basic configuration of a 4WD vehicle to which the present invention is applied will be explained.
第１図はエンジン前首式前輪駆動（ＦＦ）車ベースのＩ
ＩＷＤ車で、エンジン１の動力はトランスミッション出
力軸２から前輪用デフ装置３（デフケース４、左右の出
力軸５．６等を含む）に伝達され、更に推進軸９を介し
て後輪用デフ装置１３に伝達され、推進軸９とギヤ１１
．１２を介して連結したデフケース１４内で左右の後輪
用出力軸１５゜１６上にはトルク伝達クラッチ（例えば
油圧多板クラッチ）２１．２５が設けられ、７．８は前
輪駆動軸、１７．１８は後輪駆動軸である。Figure 1 shows an I model based on an engine front-wheel drive (FF) vehicle.
In an IWD vehicle, the power of the engine 1 is transmitted from the transmission output shaft 2 to the front wheel differential device 3 (including the differential case 4, left and right output shafts 5, 6, etc.), and then via the propulsion shaft 9 to the rear wheel differential device. 13, propulsion shaft 9 and gear 11
．． Torque transmission clutches (for example, hydraulic multi-disc clutches) 21.25 are provided on the left and right rear wheel output shafts 15 and 16 within the differential case 14, which are connected through the differential case 12, and 7.8 is a front wheel drive shaft, and 17. 18 is a rear wheel drive shaft.
具体的には、デフケース１４内の左右に固設した各アウ
タープレート２２．２６と左右の後輪用出力軸１５．１
６上に固設した各インナープレート２３．２７とから左
右の油圧多板クラッチ２１．２５か夫々構成され、左右
の油圧室２４．２８に夫々油圧を導入することで各後輪
用出力軸１５．１６に伝達される駆動力を夫々可変とす
ることができる。Specifically, each outer plate 22.26 fixed on the left and right inside the differential case 14 and the output shaft 15.1 for the left and right rear wheels.
The left and right hydraulic multi-plate clutches 21.25 are constructed from the inner plates 23.27 fixedly installed on the rear wheel output shafts 15 by introducing hydraulic pressure into the left and right hydraulic chambers 24.28, respectively. .16 can be made variable.
この４ＷＤ車において、第２図のような旋回状態を考え
てみると、エンジン駆動力が小さくて前輪のスリップか
小さい場合におけるスムーズな転舵状態ては、主駆動輪
である左右前輪の平均軌跡ｆ。In this 4WD vehicle, if we consider the turning condition shown in Figure 2, when the engine driving force is small and the front wheels have little slip, the smooth steering condition is determined by the average trajectory of the left and right front wheels, which are the main drive wheels. f.
よりも従駆動輪である旋回外側後輪の軌跡ｒ４の方が外
側を通るため、理想的には、旋回内側前輪及び旋回外側
前輪の各回転数を夫々 （ω１）、（ω２）、推進軸９
の回転数を （ω。）、更に旋回内側後輪及び旋回外側
後輪の各回転数を夫々 （ω３）、（ω４）とした場合
、
の関係を満足するのか望ましい。Since the trajectory r4 of the rear wheel on the outside of the turn, which is the subordinate drive wheel, passes on the outside, ideally, the rotation speeds of the inside front wheel and the front wheel on the outside of the turn should be set to (ω1), (ω2), and the propulsion shaft, respectively. 9
When the rotational speed of is (ω.), and the rotational speeds of the inner rear wheel and the outer rear wheel are respectively (ω3) and (ω4), it is desirable to satisfy the following relationship.
しかしながら、第１図の４ＷＤ車では、旋回外側後輪用
の油圧多板クラッチ２５の押付力を強めても、 （ω４
）が （ω。）を上回ることはなく、つまり最大でもω
。−ω４となるたけてあってω。〈ω４となるような旋
回外側後輪の駆動力を発生ずることかできず、タイトコ
ーナーブレーキング現象が起こる。However, in the 4WD vehicle shown in FIG.
) never exceeds (ω.), that is, at most ω
. -ω is so high that it becomes ω4. It is not possible to generate a driving force for the rear wheel on the outside of the turn to achieve ω4, and a tight corner braking phenomenon occurs.
尚、旋回外側後輪用の油圧多板クラッチ２５の押付力を
弱めればω。〈ω４とはなり得るが、これでは四輪を駆
動するという ４ＷＤ車のメリットを生かすことができ
ない。In addition, if the pressing force of the hydraulic multi-disc clutch 25 for the rear wheel on the outside of the turn is weakened, ω. <It could be ω4, but this would not take advantage of the 4WD vehicle's advantage of driving all four wheels.
また第３図に示すエンジン後置式後輪駆動（ＲＲ）車ベ
ースの４ＷＤ車でも同様のことが言える。即ちエンジン
動力はトランスミッション出力軸２から後輪用デフ装置
３に伝達され、更に推進軸９を介して前輪用デフ装置１
３に伝達され、前輪用デフ装置１３はデフケース１４内
で左右の前輪用出力軸１５．１６上に夫々設けた前記と
同様の油圧多板クラッチ２１，２５を有する。The same can be said of a 4WD vehicle based on a rear-engine rear-wheel drive (RR) vehicle shown in FIG. That is, engine power is transmitted from the transmission output shaft 2 to the rear wheel differential device 3, and further via the propulsion shaft 9 to the front wheel differential device 1.
3, and the front wheel differential device 13 has hydraulic multi-plate clutches 21 and 25 similar to those described above, which are provided on the left and right front wheel output shafts 15 and 16, respectively, within the differential case 14.
この４ＷＤ車においても、第４図の如き旋回状態で、主
駆動輪である左右後輪の平均軌跡ｒ。よりも従駆動輪で
ある旋回外側前輪の軌跡ｆ２の方が外側を通るため、
Ｐヱニ！」−くω２ （但し、ω。−□）の関係を満
足するのか望ましいのに対して、旋回外側前輪用油圧多
板クラッチ２５の押付力を強めても、ω０〈ω２となる
ような旋回外側前輪の駆動力を発生することができない
。In this 4WD vehicle as well, in a turning state as shown in FIG. 4, the average trajectory r of the left and right rear wheels, which are the main driving wheels. Since the trajectory f2 of the front wheel on the outside of the turn, which is the subordinate drive wheel, passes on the outside, Pen! ''-kuω2 (however, ω.-□), but even if the pressing force of the hydraulic multi-disc clutch 25 for the front wheel on the outside of the turn is increased, the relationship on the outside of the turn is such that ω0<ω2. Unable to generate driving force for the front wheels.
これは図示しないエンジン前置式後輪駆動（ＦＲ）車ベ
ースの４ＷＤ車においても同様である。This also applies to a 4WD vehicle based on a front-engine rear-wheel drive (FR) vehicle (not shown).
このようなＦＦ車ベース、ＲＲ車ベース、更にはＦＲ。Such FF car base, RR car base, and even FR.
車ベースの４ＷＤ車において、実施例では主駆動輪側デ
フ装置３から従駆動輪側デフ装置１３までの動力伝達経
路にある推進軸９に変速可能な増速装置が設置される。In the car-based 4WD vehicle, in the embodiment, a speed-changeable speed increasing device is installed on the propulsion shaft 9 in the power transmission path from the main drive wheel side differential device 3 to the slave drive wheel side differential device 13.
第５図は第１実施例の増速装置を示し、Ｂは車体ボディ
、１９は主駆動輪側のデフ装置３からの人力軸、２９は
従駆動輪側のデフ装置１３への出力軸、３０は直結用ク
ラッチ、４０は増速機構、５０は増速用クラッチである
。FIG. 5 shows the speed increasing device of the first embodiment, where B is the vehicle body, 19 is the human power shaft from the differential device 3 on the main drive wheel side, 29 is the output shaft to the differential device 13 on the sub drive wheel side, 30 is a direct coupling clutch, 40 is a speed increasing mechanism, and 50 is a speed increasing clutch.
この増速装置の入力軸１９と出力軸２９との間に直結用
クラッチ３０が設けられ、直結用クラッチ３０は人力軸
１９端に一体に設けられたドラム３１内に固設したアウ
タープレート３２と出力軸２９端上に固設したインナー
プレート３３から成る油圧多板クラッチである。またク
ラッチドラム３１と出力軸２９との間に増速機構４０が
設けられ、増速機構４０はクラッチドラム３１端部に形
成したインターナルギヤ４１、このギヤ４１に噛み合う
複数の小ピニオンギヤ４２）このギヤ４２と連結軸４５
を介して一体の大ピニオンギヤ４３及びこのギヤ４３と
噛み合って出力軸２９上に固設したインターナルギヤ４
４とから成る遊星歯車機構である。更にピニオンギヤ４
２．４３間の連結軸４５を支持するキャリア４６と車体
ボディＢ側との間に増速用クラッチ５０が設けられ、こ
の増速用クラッチ５０も車体ボディＢ側に固設したアウ
タープレート５２とキャリア４６上に固設したインナー
プレート５３から成る油圧多板クラッチである。A direct coupling clutch 30 is provided between the input shaft 19 and the output shaft 29 of this speed increasing device, and the direct coupling clutch 30 is connected to an outer plate 32 fixed in a drum 31 integrally provided at the end of the human power shaft 19. This is a hydraulic multi-plate clutch consisting of an inner plate 33 fixed on the end of the output shaft 29. Further, a speed increasing mechanism 40 is provided between the clutch drum 31 and the output shaft 29, and the speed increasing mechanism 40 includes an internal gear 41 formed at the end of the clutch drum 31, and a plurality of small pinion gears 42 that mesh with this gear 41. Gear 42 and connecting shaft 45
an integral large pinion gear 43 and an internal gear 4 that meshes with this gear 43 and is fixedly mounted on the output shaft 29.
This is a planetary gear mechanism consisting of 4. Furthermore, pinion gear 4
A speed increasing clutch 50 is provided between the carrier 46 that supports the connecting shaft 45 between 2.43 and the vehicle body B side, and this speed increasing clutch 50 also has an outer plate 52 fixedly installed on the vehicle body B side. This is a hydraulic multi-plate clutch consisting of an inner plate 53 fixedly mounted on a carrier 46.
ここで、人力軸１９に設けたインターナルギヤ４１ ノ
歯数を（Ｎ１）、小ピニオンギヤ４２の歯数を（Ｎ２）
、大ピニオンギヤ４３の歯数を（Ｎ３）、出力軸２９に
設けたインターナルギヤ４４の歯数を（Ｎ４）として以
下の関係に設定する。Here, the number of teeth of the internal gear 41 provided on the human power shaft 19 is (N1), and the number of teeth of the small pinion gear 42 is (N2).
, the number of teeth of the large pinion gear 43 is (N3), and the number of teeth of the internal gear 44 provided on the output shaft 29 is (N4), and the following relationship is set.
この増速装置における直結用クラッチ３０がＯＮで増速
用クラッチ５０がＯＦＦの場合、動力伝達は入力軸１９
からＯＮ状態の直結用クラッチ３０を介して出力軸２９
へとダイレクトに行われる。またＯＦＦ状態の増速用ク
ラッチ５０によって増速機構４０は空転状態にある。従
って出力軸２９の回転数 （ω′）は人力軸１９の回転
数 （ω）と等しいものとなっており、即ちω′＝ωで
ある。When the direct coupling clutch 30 in this speed increasing device is ON and the speed increasing clutch 50 is OFF, power is transmitted to the input shaft 19.
The output shaft 29 is connected via the direct coupling clutch 30 which is in the ON state.
It is done directly to. Further, with the speed increasing clutch 50 in the OFF state, the speed increasing mechanism 40 is in an idling state. Therefore, the number of revolutions (ω') of the output shaft 29 is equal to the number of revolutions (ω) of the human power shaft 19, that is, ω'=ω.
そして直結用クラッチ３０をＯＦＦにして増速用クラッ
チ５０をＯＮすると、動力伝達は人力軸１９から増速機
構４０（即ちインターナルギヤ４１、小ピニオンギヤ４
２）大ピニオンギヤ４３、インターナルギヤ４４）を介
して出力軸２９へとバイパスして行われる。この場合、
出力軸２９の回転数 （ω′）と入力軸１９の回転数
（ω）との関係は、
であるから、出力軸２９の回転数 （ω′）は入力軸１
９の回転数 （ω）よりも大きくなっており、つまりω
′〉ωである。Then, when the direct coupling clutch 30 is turned OFF and the speed increasing clutch 50 is turned ON, power is transmitted from the human power shaft 19 to the speed increasing mechanism 40 (i.e., internal gear 41, small pinion gear 4
2) Bypassing to the output shaft 29 via the large pinion gear 43 and internal gear 44). in this case,
Rotation speed of output shaft 29 (ω') and rotation speed of input shaft 19
Since the relationship with (ω) is as follows, the rotation speed (ω') of the output shaft 29 is the input shaft 1
It is larger than the rotation speed (ω) of 9, that is, ω
′〉ω.
このように増速機構４０を経てω′〉ωとなるように従
駆動輪側デフ装置１３に駆動力を伝達することかできる
。In this way, the driving force can be transmitted to the driven wheel side differential device 13 via the speed increasing mechanism 40 so that ω'>ω.
従って後述する油圧制御装置等により従駆動輪側デフ装
置１３における外輪側の例えば油圧多板クラッチ２５の
方に高い油圧を送り込むと、インナープレート２６・・
・とアウタープレート２７・・・との摩擦係合力が高ま
り、クラッチ接続状態となって旋回外側車輪への出力軸
１６に既述の如く増速された駆動力か伝達される。Therefore, when a high hydraulic pressure is sent to the outer wheel side of the driven wheel side differential device 13, for example, to the hydraulic multi-disc clutch 25, using a hydraulic control device, etc., which will be described later, the inner plate 26...
The frictional engagement force between the outer plate 27 and the outer plate 27 increases, the clutch is connected, and the increased driving force as described above is transmitted to the output shaft 16 to the outer turning wheel.
これにより第２図の旋回状態における矢印Ｆ４の如く従
駆動輪側である旋回外側の後輪駆動トルクを旋回内側の
後輪駆動トルクよりも大きくできるため、例えば中低速
域での旋回性能を向上することができる。As a result, as shown by arrow F4 in the turning state in Fig. 2, the rear wheel drive torque on the outer side of the turn, which is the subordinate drive wheel, can be made larger than the rear wheel drive torque on the inner side of the turn, improving turning performance in medium and low speed ranges, for example. can do.
また逆に旋回外側の後輪駆動トルクよりも旋回内側の後
輪駆動トルクを大きくすることも可能であり、これによ
り高速域での安定性を得ることもできる。Conversely, it is also possible to make the rear wheel drive torque on the inside of the turn larger than the rear wheel drive torque on the outside of the turn, thereby achieving stability in a high speed range.
同様に第４図の矢印Ｆ２の如く中低速域では、従駆動輪
側である旋回外側の前輪駆動トルクを旋回内側の前輪駆
動トルクよりも大キ＜シて旋回性能を向上したり、また
高速域では、逆に旋回外側の前輪駆動トルクよりも旋回
内側の前輪駆動トルクを大きくして安定性を高められる
。Similarly, in the medium and low speed range as indicated by arrow F2 in Fig. 4, the front wheel drive torque on the outer side of the turn, which is the subordinate drive wheel, is set to be greater than the front wheel drive torque on the inside side of the turn to improve turning performance. In contrast, the front wheel drive torque on the inside of the turn can be made larger than the front wheel drive torque on the outside of the turn to improve stability.
以上のように四輪を駆動する ４ＷＤ車のメリットを損
なうことなく、増速機構を経てω′〉ωとなるように従
駆動輪側デフ装置に駆動力を伝達することができ、従駆
動輪側デフ装置に設けられた左右の油圧多板クラッチ（
即ちトルク伝達クラッチ）の制御により中低速域での旋
回性能や高速域ての安定性等、車両の運動性能を向上す
ることができる。As described above, without compromising the advantages of a 4WD vehicle that drives all four wheels, the driving force can be transmitted to the differential gear on the driven wheel side through the speed increasing mechanism so that ω'>ω, and Left and right hydraulic multi-disc clutches installed in the side differential device (
In other words, by controlling the torque transmission clutch (torque transmission clutch), it is possible to improve the dynamic performance of the vehicle, such as turning performance in medium and low speed ranges and stability in high speed ranges.
第６図は第２実施例の増速装置を示すもので、人力軸１
９に油圧多板式の直結用クラッチ３０とギヤ４１を設け
るとともに、平行配置した中間軸４９にギヤ４２．４３
を設け、出力軸２９には同じく油圧多板式増速用クラッ
チ５０を介してギヤ４４を設け、これにより増速機構４
０が構成されている。この増速装置によっても前記と同
様の機能が得られる。Figure 6 shows the speed increasing device of the second embodiment.
9 is provided with a hydraulic multi-plate type direct coupling clutch 30 and gear 41, and gears 42 and 43 are provided on an intermediate shaft 49 arranged in parallel.
A gear 44 is also provided on the output shaft 29 via a hydraulic multi-plate speed increasing clutch 50, whereby the speed increasing mechanism 4
0 is configured. This speed increasing device also provides the same function as described above.
第７図は第３実施例の増速装置を示し、人力軸１９にギ
ヤ４１、中間軸４９にギヤ４２．４３、出力軸２９にギ
ヤ４４を夫々設けて増速機構４０を構成し、人力軸１９
と出力軸２９との間に直結用クラッチ３０を設けるとと
もに、中間軸４９に増速用クラッチ５０を設けたものて
あり、これによっても同様の機能が得られる。FIG. 7 shows a speed increasing device according to a third embodiment, in which a gear 41 is provided on the human power shaft 19, gears 42 and 43 are provided on the intermediate shaft 49, and gears 44 are provided on the output shaft 29 to constitute the speed increasing mechanism 40. Axis 19
A direct coupling clutch 30 is provided between the output shaft 29 and the output shaft 29, and a speed increasing clutch 50 is provided on the intermediate shaft 49, whereby the same function can be obtained.
尚、増速装置における両クラッチについては、油圧多板
式のものに限らず、ともに電磁クラッチを採用したり、
また直結用にワンウェイクラッチを採用して増速用には
油圧多板クラッチを採用したり、他に例えばドグクラッ
チ等の任意の形式のクラッチを採用し得る。In addition, both clutches in the speed increaser are not limited to hydraulic multi-plate types, but may also use electromagnetic clutches,
Further, a one-way clutch may be used for direct connection, a hydraulic multi-plate clutch may be used for speed increase, or any other type of clutch such as a dog clutch may be used.
そして第８図は前記第５図の増速装置と従駆動輪側デフ
装置の具体的構造を示し、３４は直結用クラッチ３０の
油圧室、３９は出力軸２９端に固設されてインナープレ
ート３３を支持するホルダー、５４は増速用クラッチ５
０の油圧室、６０は増速装置とデフ装置を収納して車体
に支持されるハウジングである。ハウジング６０にはデ
フ装置の左右の油圧多板クラッチ２１．２５の各油圧室
２４．２８、直結用クラッチ３０の油圧室３４、増速用
クラッチ５０の油圧室５４に夫々油圧を供給するボート
６１，６２，６３．６４か設けられている。デフ装置の
油圧多板クラッチ２１．２５は夫々の油圧室２４．２８
に導入される油圧に応じてピストン６５．６６と一体的
に各出力軸１５．１６が移動して夫々の摩擦係合力が変
化する。FIG. 8 shows the specific structure of the speed increasing device and the differential device on the driven drive wheels shown in FIG. A holder supporting 33, 54 a speed increasing clutch 5
0 is a hydraulic chamber, and 60 is a housing that accommodates a speed increasing device and a differential device and is supported by the vehicle body. The housing 60 includes a boat 61 that supplies hydraulic pressure to the hydraulic chambers 24 and 28 of the left and right hydraulic multi-disc clutches 21 and 25 of the differential device, the hydraulic chamber 34 of the direct coupling clutch 30, and the hydraulic chamber 54 of the speed increasing clutch 50, respectively. , 62, 63, and 64 are provided. The hydraulic multi-plate clutch 21.25 of the differential device is connected to each hydraulic chamber 24.28.
Each output shaft 15.16 moves integrally with the piston 65.66 in response to the hydraulic pressure introduced into the piston 65.66, and the respective frictional engagement forces change.
また増速装置の直結用クラッチ３０と増速用クラッチ５
０は夫々の油圧室３４．５４に導入される油圧に応じて
ピストン６７．６Ｂが移動して夫々の摩擦係合力が変化
する。In addition, the direct coupling clutch 30 and the speed increasing clutch 5 of the speed increasing device
0, the pistons 67.6B move in accordance with the hydraulic pressure introduced into the respective hydraulic chambers 34.54, and the respective frictional engagement forces change.
次に第９図は油圧制御回路の一例を示し、７０はコント
ロールユニット、７１はステアリングハンドル、７２は
操舵力センサー、７３はモータ、７４は油ポンプ、７５
は同タンク、７６はチエツクバルブ、７７は油圧スイッ
チ、７８はアキュムレーター、７９は車速センサー、８
１．８２は左右輪の各油圧多板クラッチ用調圧バルブ、
８３は増速装置の電磁式切換バルブである。このように
クラッチ油圧源から並列に左右輪の油圧多板クラッチ用
調圧バルブ８１，８２と増速装置の直結用クラッチ３０
及び増速用クラッチ５０に共通の電磁式切換バルブ８３
とが夫々配置されている。各センサー７２．７’９にて
検出された操舵力及び車速等の車両の運動状態に基づく
コントロールユニット７０からの指令によって各調圧バ
ルブ８１゜８２と切換バルブ８３を制御することで、左
右輪の各油圧多板クラッチ２１．２５の調圧と直結用ク
ラッチ３０及び増速用クラッチ５０の各０Ｎ１０ＦＦ切
換が夫々行われる。Next, FIG. 9 shows an example of a hydraulic control circuit, where 70 is a control unit, 71 is a steering wheel, 72 is a steering force sensor, 73 is a motor, 74 is an oil pump, and 75 is a steering wheel.
is the same tank, 76 is the check valve, 77 is the oil pressure switch, 78 is the accumulator, 79 is the vehicle speed sensor, 8
1.82 is the pressure regulating valve for each hydraulic multi-disc clutch for the left and right wheels,
83 is an electromagnetic switching valve of the speed increasing device. In this way, the pressure regulating valves 81 and 82 for the hydraulic multi-disc clutches of the left and right wheels and the clutch 30 for direct connection of the speed increasing device are connected in parallel from the clutch hydraulic pressure source.
and an electromagnetic switching valve 83 common to the speed increasing clutch 50
are arranged respectively. By controlling the pressure regulating valves 81, 82 and the switching valve 83 in accordance with commands from the control unit 70 based on vehicle motion conditions such as steering force and vehicle speed detected by each sensor 72, 7'9, left and right wheels are controlled. Pressure regulation of each hydraulic multi-disc clutch 21, 25 and 0N10FF switching of each of the direct coupling clutch 30 and the speed increasing clutch 50 are performed.
そして特に直結用クラッチ３０及び増速用クラッチ５０
のＯＮ１０ Ｆ Ｆ制御は以下の如く・行う。In particular, the direct coupling clutch 30 and the speed increasing clutch 50
The ON10FF control is performed as follows.
先ず第１０図のように両センサー７２．７９で検出され
た操舵力信号と車速信号をコントロールユニット７０に
人力し、演算処理等を経て直結用クラッチ３０及び増速
用クラッチ５０の各０Ｎ１０ＦＦ制御信号を出力する。First, as shown in FIG. 10, the steering force signal and vehicle speed signal detected by both sensors 72 and 79 are manually input to the control unit 70, and through arithmetic processing etc., each 0N10FF control signal for the direct coupling clutch 30 and the speed increasing clutch 50 is generated. Output.
その増速制御のフローチャートを第１１図に示す。A flowchart of the speed increase control is shown in FIG.
第１１図のフローチャートにおいて、ステップ（Ｐｌ）
で、ある時刻（ｔ）での操舵力Ｆ （ｔ） とその前の
時刻（ｔ−ｎ）ての操舵力Ｆ （ｔ−ｎ）との変化量Δ
Ｆを演算するとともにその補正式Ｆφ＝ Ｆ （ｔ）＋
ｋ・ΔＦ（但し、ｋは重み係数）を演算する。ここで、
操舵力について操舵方向の右または左の一方の符号を′
＋°”、他方の符号な−′°とする。In the flowchart of FIG. 11, step (Pl)
Then, the amount of change Δ between the steering force F (t) at a certain time (t) and the steering force F (t-n) at the previous time (t-n) is
Calculate F and use its correction formula Fφ= F (t)+
Calculate k·ΔF (where k is a weighting coefficient). here,
For the steering force, the sign of either the right or left steering direction is ′
+°”, the other sign is −′°.
そして次のステップ（Ｐ２）では、その時の車速Ｖから
操舵力の下限閾値Ｆ１と上限閾値Ｆ２を求める。この下
限閾値Ｆ１と上限閾値Ｆ２は第１２図のように車速■と
対応したもので、マツプとしてメモリーされている。In the next step (P2), the lower limit threshold F1 and the upper limit threshold F2 of the steering force are determined from the vehicle speed V at that time. The lower limit threshold value F1 and the upper limit threshold value F2 correspond to the vehicle speed ■, as shown in FIG. 12, and are stored in memory as a map.
次にステップ（Ｐ３）で、操舵力変化量ΔＦが設定定数
Δｆｔｈより犬であるか否かを判別し、ｙｅｓならば次
のステップ（Ｐ４）へ進み、ｎｏの場合はステップ（Ｐ
１＋）へ進む。 。Next, in step (P3), it is determined whether or not the steering force change amount ΔF is a dog based on the setting constant Δfth. If yes, proceed to the next step (P4); if no, step (P
Proceed to 1+). .
ステップ（Ｐ４）では、操舵力の補正値Ｆφの符号が＋
°°であるか否かを判別（操舵方向の判別）し、ｙｅｓ
ならば次のステップ（Ｐ５）へ進み、ｎｏの場合はステ
ップ（Ｐ８）へ進む。In step (P4), the sign of the steering force correction value Fφ is +
Determine whether or not it is °° (determine the steering direction), and select yes.
If so, proceed to the next step (P5), and if no, proceed to step (P8).
各ステップ（ｐ５） 、 （ｐａ）では、更に操舵力変
化量ΔＦの符号が＋°゛であるか否かを判別する。先ず
ステップ（Ｐ５）でｙｅｓならば次のステップ（Ｐ６）
へ進み、ｎｏの場合はステップ（Ｐ９）へ進む。またス
テツブ（Ｐ８）でｙｅｓならば次のステップ（Ｐ９）へ
進み、ｎｏの場合はステップ（Ｐ６）へ進む。In each step (p5) and (pa), it is further determined whether the sign of the steering force change amount ΔF is +°. First, if yes in step (P5), next step (P6)
If no, proceed to step (P9). Further, if YES in step (P8), the process proceeds to the next step (P9), and if no, the process proceeds to step (P6).
ステップ（Ｐ６）で、操舵力補正値Ｆφか下限閾値Ｆ１
よりも犬であるか否かを判別し、ｙｅｓならば次のステ
ップ（Ｐ、）へ進んで増速信号を出力し、ｎ。In step (P6), the steering force correction value Fφ or the lower limit threshold F1 is determined.
It is determined whether it is a dog or not, and if yes, the process proceeds to the next step (P,) and outputs a speed increase signal, n.
の場合はステップ（Ｐ＋。）へ進んで直結信号を出力す
る。In the case of , the process proceeds to step (P+) and a direct connection signal is output.
ステップ（Ｐ９）て、操舵力補正値Ｆφが上限閾値Ｆ２
よりも小であるか否かを判別し、ｙｅｓならば次のステ
ップ（Ｐ １ｏ）へ進んで直結信号を出力し、ｎｏの場
合はステップ（Ｐ、）へ進んで増速信号を出力する。In step (P9), the steering force correction value Fφ is set to the upper limit threshold F2.
If yes, proceed to the next step (P1o) and output a direct connection signal; if no, proceed to step (P,) and output a speed-up signal.
一方、前記ステップ（Ｐｌｌ）では、フィードバックに
より増速中にあるか否かを判別し、ｙｅｓならば次のス
テップ（Ｐ＋２）へ進み、ｎｏの場合はステップ（Ｐ＋
３）へ進む。On the other hand, in the step (Pll), it is determined by feedback whether or not the speed is increasing. If yes, proceed to the next step (P+2); if no, step (P+2).
Proceed to 3).
ステップ（Ｐ＋２）で、操舵力補正値Ｆφが下限閾値Ｆ
１よりも小であるか否かを判別し、ｙｅｓならばステッ
プ（ｐｒｏ）へ進んで直結信号を出力し、ｎ。At step (P+2), the steering force correction value Fφ is set to the lower limit threshold F.
It is determined whether or not it is smaller than 1, and if yes, the process proceeds to step (pro) and outputs a direct connection signal, n.
の場合はステップ（Ｐ、）へ進んで増速信号を出力する
。In this case, the process proceeds to step (P,) and outputs a speed increase signal.
ステップ（ＰＩ３）で、操舵力補正値Ｆφが上限閾値Ｆ
２よりも犬であるか否かを判別し、ｙｅｓならばステッ
プ（Ｐ７）へ進んて増速信号を出力し、ｎｏの場合はス
テップ（Ｐｌｏ）へ進んて直結信号を出力する。In step (PI3), the steering force correction value Fφ is set to the upper limit threshold F.
2, it is determined whether it is a dog or not, and if yes, the process proceeds to step (P7) and a speed-up signal is output; if no, the process proceeds to step (Plo) and a direct connection signal is output.
以上において、出力信号が増速の場合は、増速用クラッ
チ５０がＯＮで、且つ直結用クラッチ３０がＯＦＦであ
り、また出力信号が直結の場合には、直結用クラッチ３
０力旬Ｎで、且つ増速用クラッチ５０がＯＦＦである。In the above, when the output signal is for speed increase, the speed increase clutch 50 is ON and the direct connection clutch 30 is OFF, and when the output signal is for direct connection, the direct connection clutch 3 is turned on.
The power is 0 and the speed increasing clutch 50 is OFF.
このような増速制御による車速Ｖか一定の場合の増速切
換タイミングの一例を第１３図に示し、図中の０Ｎ１０
ＦＦポイントは増速機能の０Ｎ１０ＦＦを表すものであ
る。An example of the speed increase switching timing when the vehicle speed V is constant due to such speed increase control is shown in FIG.
The FF point represents 0N10FF of the speed increasing function.
以上のように従駆動輪側への動力伝達経路に設けた増速
装置の切換作動は、旋回状態を検出してから後追い的に
行うものではなく、操舵力による操舵状態に基づき旋回
状態を予測して制御するものであるため、タイムラグの
ない増速０Ｎ１０ＦＦ制御か行え、即ち瞬時に増速装置
を切換作動して応答性を高めることができる。As described above, the switching operation of the speed increasing device installed in the power transmission path to the driven wheels is not performed after detecting the turning condition, but predicts the turning condition based on the steering condition by the steering force. Since the control is carried out in a controlled manner, it is possible to perform speed increasing 0N10FF control without time lag, that is, the speed increasing device can be switched instantaneously to improve responsiveness.
更に操舵力Ｆ （ｔ）を微分して表される操舵力の時間
的変化に基づき増速０Ｎ１０ＦＦ制御を行う場合の切換
タイミングの一例を第１４図に示す。つまり操舵力補正
値Ｆφが下限閾値Ｆｌを越え、且つ操舵力の微分値Ｆ（
ｔ）’が一定以上に増加する場合は増速機能をＯＮ状態
にし、逆に操舵力補正値Ｆφが上限閾値Ｆ２以下になり
、且つ操舵力の微分値Ｆ（ｔ）′が一定以上に減少する
場合には増速機能をＯＦＦ状態に戻すものである。Further, FIG. 14 shows an example of the switching timing when performing the speed increasing 0N10FF control based on the temporal change in the steering force expressed by differentiating the steering force F (t). In other words, the steering force correction value Fφ exceeds the lower limit threshold Fl, and the steering force differential value F(
If t)' increases above a certain level, the speed increase function is turned on, and conversely, the steering force correction value Fφ becomes below the upper limit threshold F2 and the differential value F(t)' of the steering force decreases above a certain level. In this case, the speed increasing function is returned to the OFF state.
このように操舵力が下限閾値Ｆ１を越えてその時間的変
化が一定以上に増加する操舵状態、即ち俊敏な回頭性能
等が求められる操舵状態では、増速機構を経てω′〉ω
となるように従駆動輪側デフ装置に駆動力を伝達して中
低速域での旋回性能や高速域での安定性等、車両の運動
性能を向上てきる。そして増速中でも、操舵力が上限閾
値Ｆ２以下になってその時間的変化が一定以上に減少す
る操舵状態、即ち素早い直進状態への復帰性能等が求め
られる操舵状態では、増速を行わない直結状態に戻すこ
とができる。In this way, in a steering state where the steering force exceeds the lower limit threshold value F1 and its temporal change increases above a certain level, that is, in a steering state where agile turning performance, etc. is required, the speed increase mechanism
By transmitting the driving force to the differential gear on the driven wheel side, it is possible to improve the driving performance of the vehicle, such as turning performance in medium and low speed ranges and stability in high speed ranges. Even during speed increase, in a steering state where the steering force falls below the upper limit threshold value F2 and its temporal change decreases above a certain level, in other words, in a steering state where a quick return to the straight-ahead state is required, the direct coupling does not increase speed. can be returned to the state.
尚、操舵状態の検出は操舵力に代えて操舵角や操舵速度
でも良く、増速装置の構造並びに配置や各トルク伝達ク
ラッチの制御の仕方等も実施例のみに限られるものでは
ない。Note that the steering state may be detected by the steering angle or steering speed instead of the steering force, and the structure and arrangement of the speed increasing device, the method of controlling each torque transmission clutch, etc. are not limited to those in the embodiment.
［発明の効果コ
以上のように本発明の４ＷＤ装置によれば、従駆動輪側
への動力伝達経路に設けた変速可能な増速装置を操舵状
態に基づいて切換作動し、即ち操舵力や操舵角等から旋
回状態を予測してタイムラグのない制御が行えるため、
瞬時に増速装置を切換作動でき、応答性に優れたものと
なる。[Effects of the Invention] As described above, according to the 4WD device of the present invention, the variable speed increasing device provided in the power transmission path to the driven drive wheels is switched based on the steering condition, that is, the steering force and The turning state can be predicted from the steering angle, etc., and control can be performed without time lag.
The speed increaser can be switched instantaneously, resulting in excellent responsiveness.
【図面の簡単な説明】
第１図は本発明を適用するＦＦ車ベースの４ＷＤ車の駆
動系を示す構成図、第２図は本発明による作用を併記し
た旋回状態の説明図、第３図は同じくＲＲ車ベース４Ｗ
Ｄ車の駆動系の構成図、第４図は同旋回状態の説明図、
第５図は本発明の第１実施例に係る増速装置の構成図、
第６図は同第２実施例の増速装置の構成図、第７図は更
に第３実施例の増速装置の構成図、第８図は前記第１実
施例に係る増速装置と従駆動輪側デフ装置の具体的構造
を示す横断面図、第９図は一例としての油圧制御回路図
、第１０図は増速装置の制御ブロック図、第１１図は増
速制御のフローチャート、第１２図は一例としての操舵
力の閾値を示した車速との相関図、第１３図と第１４図
は増速装置の切換タイミングを示す各特性図である。
尚、図面中、３は主駆動輪側のデフ装置、９は推進軸、
１３は従駆動輪側のデフ装置、１４は同デフケース、１
５．１６は同出力軸、２１．２５はトルク伝達クラッチ
、３０は直結用クラッチ、４０は増速機構、５０は増速
用クラッチ、７０は制御装置、７２は操舵状態センサー
、７９は車速センサーである。
特 許 出 願 人 本田技研工業株式会社代理人
弁理士 下 １）容−即問 弁理士
大 橋 邦 度量 弁理士 小
山 有区
＼ｊ
第５図[BRIEF DESCRIPTION OF THE DRAWINGS] Fig. 1 is a configuration diagram showing the drive system of a FF vehicle-based 4WD vehicle to which the present invention is applied, Fig. 2 is an explanatory diagram of a turning state showing the effects of the present invention, and Fig. 3 is also RR car base 4W
A configuration diagram of the drive system of car D, Figure 4 is an explanatory diagram of the same turning state,
FIG. 5 is a configuration diagram of a speed increasing device according to a first embodiment of the present invention,
FIG. 6 is a block diagram of the speed increasing device according to the second embodiment, FIG. 7 is a block diagram of the speed increasing device according to the third embodiment, and FIG. 8 is a diagram showing the speed increasing device according to the first embodiment. 9 is a hydraulic control circuit diagram as an example, FIG. 10 is a control block diagram of the speed increasing device, FIG. 11 is a flowchart of speed increasing control, and FIG. FIG. 12 is an example of a correlation diagram showing the threshold value of the steering force with the vehicle speed, and FIGS. 13 and 14 are characteristic diagrams showing the switching timing of the speed increasing device. In addition, in the drawing, 3 is the differential device on the main drive wheel side, 9 is the propulsion shaft,
13 is the differential device on the driven drive wheel side, 14 is the same differential case, 1
5.16 is the same output shaft, 21.25 is a torque transmission clutch, 30 is a direct coupling clutch, 40 is a speed increasing mechanism, 50 is a speed increasing clutch, 70 is a control device, 72 is a steering state sensor, 79 is a vehicle speed sensor It is. Patent applicant: Agent for Honda Motor Co., Ltd.
Patent Attorney Part 2 1) Yong-Immediate Question Patent Attorney
Kuni Ohashi Patent Attorney Small
Mountain Ariku＼j Figure 5
Claims (3)
へのトルク伝達量が夫々変化可能なトルク伝達クラッチ
を設け、従駆動輪側への動力伝達経路に変速可能な増速
装置を設けた前後輪駆動車において、 増速装置の変速制御を操舵状態に基づいて行う制御装置
を設けたこと、 を特徴とする車両の前後輪駆動装置。(1) Equipped with a main drive wheel and a slave drive wheel, a torque transmission clutch that can change the amount of torque transmitted to the left and right wheels on the slave drive wheel side, and a variable speed increaser in the power transmission path to the slave drive wheel side. 1. A front and rear wheel drive device for a vehicle, characterized in that the front and rear wheel drive vehicle is equipped with a speed increasing device, and further comprises: a control device that performs speed change control of a speed increasing device based on a steering state.
に切り換えること、 を特徴とする車両の前後輪駆動装置。(2) In claim 1, a threshold value corresponding to the vehicle speed is set in the element representing the steering state, and when the actual steering exceeds the threshold value, the speed increasing device is switched to the speed increasing side. The front and rear wheel drive system of the vehicle features.
時間的変化が一定以上に増加する場合は増速側に切り換
え、実際の操舵が上限閾値以下になって操舵の時間的変
化が一定以上に減少する場合には増速を行わない状態に
戻すこと、 を特徴とする車両の前後輪駆動装置。(3) In claim 2, the threshold value has an upper limit value and a lower limit value, and the actual steering of the speed increasing device exceeds the lower limit threshold value and the temporal change in steering increases beyond a certain level. front and rear wheels of a vehicle, characterized in that the front and rear wheels of a vehicle are switched to a speed increasing side when the actual steering becomes less than an upper threshold value and the temporal change in steering decreases above a certain level, the state is returned to a state where no speed increasing is performed. Drive device.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63061668A JPH0761779B2 (en) | 1988-03-14 | 1988-03-14 | Front and rear wheel drive system |
| DE3908152A DE3908152C2 (en) | 1988-03-14 | 1989-03-13 | Device for driving the front and rear wheels of a motor vehicle with two main and two auxiliary drive wheels |
| FR8903318A FR2628370B1 (en) | 1988-03-14 | 1989-03-14 | FRONT AND REAR WHEEL DRIVE SYSTEM OF A MOTOR VEHICLE |
| GB8905804A GB2216473B (en) | 1988-03-14 | 1989-03-14 | Front and rear road wheel drive apparatus for motor vehicle |
| US07/913,989 US5279384A (en) | 1988-03-14 | 1992-07-17 | Front and rear road wheel drive apparatus for motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63061668A JPH0761779B2 (en) | 1988-03-14 | 1988-03-14 | Front and rear wheel drive system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01233124A true JPH01233124A (en) | 1989-09-18 |
| JPH0761779B2 JPH0761779B2 (en) | 1995-07-05 |
Family
ID=13177842
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63061668A Expired - Lifetime JPH0761779B2 (en) | 1988-03-14 | 1988-03-14 | Front and rear wheel drive system |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPH0761779B2 (en) |
| DE (1) | DE3908152C2 (en) |
| FR (1) | FR2628370B1 (en) |
| GB (1) | GB2216473B (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5402676A (en) * | 1992-02-28 | 1995-04-04 | Honda Giken Kogyo Kabushiki | Method and apparatus for inspecting various running control functions of a motorcar |
| US5465616A (en) * | 1992-02-28 | 1995-11-14 | Honda Giken Kogyo Kabushiki Kaisha | Method of inspecting various control functions of a motorcar |
| JP2005255157A (en) * | 2004-03-10 | 2005-09-22 | American Axle & Manufacturing Inc | Two-speed whole wheel driving system |
| EP1582390A2 (en) | 2004-03-31 | 2005-10-05 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| US7264077B2 (en) | 2004-03-31 | 2007-09-04 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| US7374255B2 (en) | 2004-08-19 | 2008-05-20 | Honda Motor Co., Ltd. | Control method for four-wheel drive vehicle |
| US7383910B2 (en) | 2004-03-31 | 2008-06-10 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| US7516006B2 (en) | 2004-03-31 | 2009-04-07 | Honda Motor Co., Ltd. | Control method for four-wheel drive vehicle |
| JP2009154598A (en) * | 2007-12-25 | 2009-07-16 | Jtekt Corp | Vehicle control device |
| US7610980B2 (en) | 2004-08-23 | 2009-11-03 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| JP2016540684A (en) * | 2013-12-12 | 2016-12-28 | ボルグワーナー トルクトランスファー システムズ エービー | Final drive for road vehicles |
| CN114425946A (en) * | 2022-01-28 | 2022-05-03 | 重庆长安汽车股份有限公司 | Control method for slowing down torque steering, torque steering slowing controller and automobile |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03525A (en) * | 1989-05-30 | 1991-01-07 | Honda Motor Co Ltd | Distribution control device for drive force for front and rear wheel drive car |
| US5233055A (en) * | 1991-03-19 | 1993-08-03 | Shell Oil Company | Copolymerization of polyethercyclicpolyols with epoxy resins |
| DE4134240C2 (en) * | 1991-10-16 | 1995-12-14 | Mannesmann Ag | Steering support for a non-track-bound vehicle |
| US5456641A (en) * | 1992-06-15 | 1995-10-10 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Left/right drive torque adjusting apparatus for vehicle and left/right drive torque adjusting method for vehicle |
| AT407027B (en) * | 1994-04-19 | 2000-11-27 | Steyr Daimler Puch Ag | DRIVE ARRANGEMENT FOR AN ALL-WHEEL DRIVE MOTOR VEHICLE |
| JP3008250B2 (en) * | 1994-10-27 | 2000-02-14 | 本田技研工業株式会社 | Torque distribution control device for left and right non-main driving wheels of vehicle |
| JP2000142153A (en) | 1998-11-11 | 2000-05-23 | Kanzaki Kokyukoki Mfg Co Ltd | Traveling device for vehicle |
| EP1627763B1 (en) * | 2004-08-19 | 2007-12-05 | Honda Motor Co., Ltd. | Control method for four-wheel drive vehicle |
| DE102004046008B4 (en) * | 2004-09-16 | 2012-01-26 | Getrag Driveline Systems Gmbh | Drive train and method for driving a drive train |
| DE102005014913A1 (en) * | 2005-04-01 | 2006-10-05 | Zf Friedrichshafen Ag | Final drive gear for vehicles, arranges bevel type gearing and pair of multiple disc clutches between bearing apparatuses |
| JP5429082B2 (en) * | 2010-07-09 | 2014-02-26 | 日産自動車株式会社 | Vehicle left and right wheel driving force distribution control device |
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| JPS59176117A (en) * | 1983-03-22 | 1984-10-05 | Kubota Ltd | 4-wheel-drive type tractor |
| JPS59176121A (en) * | 1983-03-24 | 1984-10-05 | Kubota Ltd | Front wheel drive control unit for 4-wheel-drive car |
| JPS60135327A (en) * | 1983-12-23 | 1985-07-18 | Fuji Heavy Ind Ltd | Four-wheel driven vehicle |
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| US4523494A (en) * | 1983-06-13 | 1985-06-18 | Deere & Company | Steering pressure responsive differential lock control system |
| US4819512A (en) * | 1986-05-26 | 1989-04-11 | Toyota Jidosha Kabushiki Kaisha | Differential gear for a two wheel or four wheel drive vehicle |
| DE3780871T2 (en) * | 1986-05-26 | 1995-08-31 | Toyota Motor Co Ltd | Differential gear. |
| US4896738A (en) * | 1986-06-20 | 1990-01-30 | Fuji Jukogyo Kabushiki Kaisha | Power transmitting system for a four-wheel drive vehicle |
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- 1988-03-14 JP JP63061668A patent/JPH0761779B2/en not_active Expired - Lifetime
-
1989
- 1989-03-13 DE DE3908152A patent/DE3908152C2/en not_active Expired - Lifetime
- 1989-03-14 GB GB8905804A patent/GB2216473B/en not_active Expired - Fee Related
- 1989-03-14 FR FR8903318A patent/FR2628370B1/en not_active Expired - Fee Related
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|---|---|---|---|---|
| JPS59176117A (en) * | 1983-03-22 | 1984-10-05 | Kubota Ltd | 4-wheel-drive type tractor |
| JPS59176121A (en) * | 1983-03-24 | 1984-10-05 | Kubota Ltd | Front wheel drive control unit for 4-wheel-drive car |
| JPS60135327A (en) * | 1983-12-23 | 1985-07-18 | Fuji Heavy Ind Ltd | Four-wheel driven vehicle |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5402676A (en) * | 1992-02-28 | 1995-04-04 | Honda Giken Kogyo Kabushiki | Method and apparatus for inspecting various running control functions of a motorcar |
| US5465616A (en) * | 1992-02-28 | 1995-11-14 | Honda Giken Kogyo Kabushiki Kaisha | Method of inspecting various control functions of a motorcar |
| US5483823A (en) * | 1992-02-28 | 1996-01-16 | Honda Giken Kogyo Kabushiki Kaisha | Method and apparatus for inspecting various running control functions of a motorcar |
| JP2005255157A (en) * | 2004-03-10 | 2005-09-22 | American Axle & Manufacturing Inc | Two-speed whole wheel driving system |
| US7264077B2 (en) | 2004-03-31 | 2007-09-04 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| US7516006B2 (en) | 2004-03-31 | 2009-04-07 | Honda Motor Co., Ltd. | Control method for four-wheel drive vehicle |
| EP1582391A3 (en) * | 2004-03-31 | 2006-07-19 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| EP1582392A3 (en) * | 2004-03-31 | 2006-09-20 | Honda Motor Co., Ltd. | Control method for four-wheel drive vehicle |
| EP1582390A2 (en) | 2004-03-31 | 2005-10-05 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| US7715968B2 (en) | 2004-03-31 | 2010-05-11 | Honda Motor Co., Ltd. | Control method for four-wheel drive vehicle |
| US7383910B2 (en) | 2004-03-31 | 2008-06-10 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| EP1582390A3 (en) * | 2004-03-31 | 2006-07-19 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| US7374255B2 (en) | 2004-08-19 | 2008-05-20 | Honda Motor Co., Ltd. | Control method for four-wheel drive vehicle |
| US7610980B2 (en) | 2004-08-23 | 2009-11-03 | Honda Motor Co., Ltd. | Drive force control method for four-wheel drive vehicle |
| JP2009154598A (en) * | 2007-12-25 | 2009-07-16 | Jtekt Corp | Vehicle control device |
| JP2016540684A (en) * | 2013-12-12 | 2016-12-28 | ボルグワーナー トルクトランスファー システムズ エービー | Final drive for road vehicles |
| CN114425946A (en) * | 2022-01-28 | 2022-05-03 | 重庆长安汽车股份有限公司 | Control method for slowing down torque steering, torque steering slowing controller and automobile |
| CN114425946B (en) * | 2022-01-28 | 2023-10-20 | 重庆长安汽车股份有限公司 | Control method for slowing down torque steering, torque steering slowing controller and automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8905804D0 (en) | 1989-04-26 |
| GB2216473A (en) | 1989-10-11 |
| JPH0761779B2 (en) | 1995-07-05 |
| DE3908152A1 (en) | 1989-10-05 |
| DE3908152C2 (en) | 1994-11-17 |
| FR2628370B1 (en) | 1993-02-05 |
| FR2628370A1 (en) | 1989-09-15 |
| GB2216473B (en) | 1992-04-08 |
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