JPH02220930A - Four-wheel drive vehicle - Google Patents
Four-wheel drive vehicleInfo
- Publication number
- JPH02220930A JPH02220930A JP3974589A JP3974589A JPH02220930A JP H02220930 A JPH02220930 A JP H02220930A JP 3974589 A JP3974589 A JP 3974589A JP 3974589 A JP3974589 A JP 3974589A JP H02220930 A JPH02220930 A JP H02220930A
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- front wheel
- rear wheel
- driving force
- rotation
- 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.)
- Pending
Links
- 239000012530 fluid Substances 0.000 claims abstract description 12
- 230000005540 biological transmission Effects 0.000 claims description 31
- 238000003825 pressing Methods 0.000 abstract description 2
- 238000010276 construction Methods 0.000 abstract 1
- 230000007246 mechanism Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000011435 rock Substances 0.000 description 2
- XNPKNHHFCKSMRV-UHFFFAOYSA-N 4-(cyclohexylamino)butane-1-sulfonic acid Chemical compound OS(=O)(=O)CCCCNC1CCCCC1 XNPKNHHFCKSMRV-UHFFFAOYSA-N 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
- Retarders (AREA)
Abstract
Description
【発明の詳細な説明】 〈産業上の利用分野〉 本発明は、４輪駆動車に関するものである。[Detailed description of the invention] <Industrial application field> The present invention relates to a four-wheel drive vehicle.
〈従来の技術〉
ブレーキ操作時におけるブレーキ油圧を制御し車輪のロ
ックを防止してタイヤが°スリップを起こさないように
したＡＢ Ｓ （Ａｎｔｉ−ｒｏｃｋ Ｂｒｅａｋ Ｓ
ｙｓｔｅｍ）が知られており、また車の左、右後輪の片
輪がぬかるみ等にはまりこんだ場合、もう一方の片輪に
駆動力を伝達して脱出可能にするＬ Ｓ Ｄ （Ｌｉｍ
ｉｔｅｄ ５ｌｉｐ Ｄｉｆｆｅｒｅｎｔｉａｌ）が知
られており、このＡＢＳとＬＳＤの２つの機構を搭載し
コンピュータにより電子制御する４輪駆動車が提案され
ている。<Conventional technology> Anti-rock Break S (Anti-rock Break S) controls the brake hydraulic pressure during brake operation to prevent the wheels from locking and prevent the tires from slipping.
LSD (Lim system) is known, and if one of the left or right rear wheels of the car gets stuck in mud, etc., the driving force is transmitted to the other wheel and the vehicle can escape.
A four-wheel drive vehicle equipped with two mechanisms, ABS and LSD, and electronically controlled by a computer has been proposed.
〈発明が解決しようとする課題〉
しかしながら、ＡＢＳを作動させる時にＡＢＳの作動に
障害を与えない機構が必要であり、例えば前輪側と後輪
側との間で伝達される駆動力を断続させるＡＢＳ用クラ
ッチを設けてブレーキによる制動力を動力部に伝えない
機構が考えられ、またＬＳＤ用クチクラッチ続により路
面が滑りやすい低μ路状態の時に左右輪に対してＬＳＤ
を作動させる機構が考えられるが、これら２つの機構を
電子制御によって行うと、例えば車速検出、路面検出す
るためのセンサを取付け、それらを処理するためのプロ
グラムを設ける必要があるので、構造が複雑になり故障
しやす（なる恐れがある。<Problem to be solved by the invention> However, there is a need for a mechanism that does not interfere with the operation of the ABS when the ABS is activated. A mechanism that prevents the braking force from the brake from being transmitted to the power unit by providing a clutch for the LSD has been considered, and an LSD clutch for the left and right wheels can be connected to the left and right wheels when the road surface is slippery and low μ.
However, if these two mechanisms were to be controlled electronically, it would be necessary to install sensors for detecting vehicle speed and road surface, and create a program to process them, resulting in a complicated structure. (There is a risk that this may occur.)
また、旋回時において前輪が後輪よりも速（回転し前後
輪間で回転数差が生じると、従来の４輪駆動車では前輪
側の駆動力が後輪側に伝達されるトルク（以下、循環ト
ルクという）により制動力が前輪に働くタイトコーナー
ブレーキング現象が起こり、安定した走行を維持できな
い恐れがある。In addition, when the front wheels rotate faster than the rear wheels when turning, and a difference in rotational speed occurs between the front and rear wheels, in conventional four-wheel drive vehicles, the driving force of the front wheels is transmitted to the rear wheels (hereinafter referred to as torque). This phenomenon (called circulating torque) causes tight corner braking, where braking force is applied to the front wheels, and there is a risk that stable driving may not be maintained.
逆に、タイトコーナーブレーキング現象の回避のために
例えば伝達する駆動力を低く設定して循環トルクを抑制
する手段等が考えられるが、この場合には悪路走行中に
必要な高い駆動力を得ることは困難である。Conversely, in order to avoid the tight corner braking phenomenon, it is possible to suppress the circulating torque by setting the transmitted driving force low, but in this case, the high driving force required while driving on rough roads may be suppressed. It is difficult to obtain.
く課題を解決するための手段〉
動力部からの駆動力を前輪駆動軸に伝達する前輪駆動力
伝達部と、前記動力部からの駆動力を左右の後輪駆動軸
に各々伝達する一対の後輪駆動力伝達部を備え、前記前
輪駆動力伝達部と一対の後輪駆動力伝達部は各々、前記
動力部からの駆動力に応じて回転駆動するハウジングと
、このハウジング内に収納されハウジングの回転を前輪
駆動軸。Means for Solving the Problems〉 A front wheel drive force transmission section that transmits the driving force from the power section to the front wheel drive shaft, and a pair of rear wheel drive force transmission sections that transmit the driving force from the power section to the left and right rear wheel drive shafts, respectively. A wheel drive force transmission section is provided, and the front wheel drive force transmission section and the pair of rear wheel drive force transmission sections each include a housing that is rotatably driven in accordance with the driving force from the power section, and a housing that is housed within the housing and that is rotated by the housing. Rotates the front wheel drive shaft.
一対の後輪駆動軸に伝達する多板クラッチと、この多板
クラ７ツチを押圧する作動ピストンと、この作動ピスト
ンの軸方向の側面に設けた空間部と、この空間部に各々
封入された高粘度流体と、前記空間部に収納され前記ハ
ウジングと前記前輪駆動軸、一対の後輪駆動軸の差動回
転により前記高粘度流体を移動させてその粘性摩擦によ
り圧力を発生させるブレードによって構成され、このプ
レードは半径方向に延びかつ回転方向−例に凸曲面を他
側に凹曲面を備え前記差動回転に応じて異なる圧力を発
生する曲線ブレードとして構成されている。A multi-disc clutch that transmits transmission to a pair of rear wheel drive shafts, an operating piston that presses the multi-disc clutch, a space provided on the axial side of the operating piston, and a space enclosed in this space. It is composed of a high viscosity fluid and a blade that is housed in the space and moves the high viscosity fluid by differential rotation of the housing, the front wheel drive shaft, and a pair of rear wheel drive shafts, and generates pressure by the viscous friction. The blade extends in the radial direction and is configured as a curved blade having a convex curved surface on one side and a concave curved surface on the other side in the direction of rotation, and generates different pressures depending on the differential rotation.
く作用〉 動力部からの駆動力に応じて回転駆動する前。Effect〉 Before being rotated according to the driving force from the power section.
後輪側のハウジング各々と前輪駆動軸、１一対の後輪駆
動軸各々との間で差動回転が生じた時、前輪駆動カイ人
達部と後輪駆動力伝達部内において各々、回転するハウ
ジングに対し空間部内にて曲線ブレードが相対回転し高
粘度流体を移動させ、その粘性摩擦に応じて前記空間部
内で圧力が発生し、この発生した圧力により作動ピスト
ンが摺動して、多板クラッチが押圧され摩擦係合するの
で、動力部からの駆動力は前、後輪駆動軸に伝達される
が、前記曲線ブレードの正、逆回転方向により、前記空
間部内で発生する圧力に差ができ、前記前、後輪駆動軸
からの駆動力は伝達されにく（なっている。When differential rotation occurs between each housing on the rear wheel side, the front wheel drive shaft, and each pair of rear wheel drive shafts, the rotating housings are On the other hand, the curved blades rotate relative to each other within the space, moving high viscosity fluid, and pressure is generated within the space according to the viscous friction.The generated pressure causes the actuating piston to slide, and the multi-disc clutch is activated. Due to the pressed and frictional engagement, the driving force from the power section is transmitted to the front and rear drive shafts, but there is a difference in the pressure generated within the space due to the forward and reverse rotation directions of the curved blade. The driving force from the front and rear wheel drive shafts is not easily transmitted.
〈実施例〉 以下本発明の実施例を図面に基づいて説明する。<Example> Embodiments of the present invention will be described below based on the drawings.
第１図は本発明の４輪駆動車の全体構成図であり、動力
部１０、トランスミッション１１前輪駆動力伝達部１４
ａ、左、右前輪駆動軸１５ａ、１５ｂ、駆動力伝達手段
３１、左、右後輪駆動力伝達部３４ａ、３４ｂ、左、右
後輪駆動軸３５ａ、３５ｂで主に構成されている。FIG. 1 is an overall configuration diagram of a four-wheel drive vehicle according to the present invention, in which a power section 10, a transmission 11, a front wheel drive force transmission section 14
It is mainly composed of a, left and right front wheel drive shafts 15a and 15b, a driving force transmission means 31, left and right rear wheel driving force transmission sections 34a and 34b, and left and right rear wheel drive shafts 35a and 35b.
前記動力部１０は前記トランスミッション１１に連結さ
れ、このトランスミッション１１には回転可能な動力伝
達歯車１２が設けてあり、この動力伝達歯車１２は前輪
歯車１３と噛合し、この前輪歯車１３は前記前輪駆動力
伝達部１４ａの前輪ハウジング１４と一体的に設けてあ
り、前輪前輪駆動力伝達部１４ａは右前輪駆動軸１５ｂ
を回動可能に軸通させている。The power unit 10 is connected to the transmission 11, and the transmission 11 is provided with a rotatable power transmission gear 12, which meshes with a front wheel gear 13, which is connected to the front wheel drive It is provided integrally with the front wheel housing 14 of the force transmission section 14a, and the front wheel drive force transmission section 14a is connected to the right front wheel drive shaft 15b.
is rotatably passed through the shaft.
前記駆動力伝達手段３１は第１図に示すように一端を前
輪歯車３０と連結し、他端を前記左、右後輪駆動力伝達
部３４ａ、３４ｂの後輪ハウジング３４と一体的に設け
た後輪歯車３２と連結している。左、右後輪駆動力伝達
部３４ａ、３４ｂの前記左、右後輪駆動軸３５ａ、３５
ｂの一端を各々押通している。As shown in FIG. 1, the driving force transmitting means 31 has one end connected to the front wheel gear 30, and the other end integrally provided with the rear wheel housing 34 of the left and right rear wheel driving force transmitting parts 34a and 34b. It is connected to the rear wheel gear 32. The left and right rear wheel drive shafts 35a and 35 of the left and right rear wheel drive force transmission parts 34a and 34b
One end of b is pushed through each.
第２図は前輪側に設けた前記前輪駆動力伝達部１４ａの
詳細を示したもので、前輪ハウジング１４、前輪多板ク
ラッチ４２、前輪圧力発生手段４３、前輪作動ピストン
４５、前輪可変速機構１７から主に構成されている。ま
た、１９は前輪回転軸であり前記前輪駆動力伝達部１４
ａにて右前輪駆動軸１５ｂと同心的で回転可能に設けら
れ、前輪差動回転機構１８を介して前記右前輪駆動軸１
５ｂと連結している。FIG. 2 shows details of the front wheel drive force transmission section 14a provided on the front wheel side, including the front wheel housing 14, the front wheel multi-disc clutch 42, the front wheel pressure generating means 43, the front wheel operating piston 45, and the front wheel variable speed mechanism 17. It is mainly composed of. Further, 19 is a front wheel rotation shaft, and the front wheel drive force transmission section 14
a, and is provided concentrically and rotatably with the right front wheel drive shaft 15b, and is connected to the right front wheel drive shaft 1 via the front wheel differential rotation mechanism 18.
It is connected to 5b.
前記前輪多板クラッチ４２は複数の前輪アウタープレー
ト４０と前輪インナープレート４１が交互に配置された
もので、前輪アウタープレート４０は前輪ハウジング１
４の内周にスプライン係合され、前輪インナープレート
４１は前記前輪回転軸１９に設けられ突出したクラッチ
ハブ５０の外周にスプライン係合している。前輪作動ピ
ストン４５は、前輪ハウジング１４内にてスプライン係
合され前輪多板クラッチ４２を押圧可能で前輪回転軸１
９の軸方向間で摺動可能に設けである。The front multi-plate clutch 42 has a plurality of front wheel outer plates 40 and front wheel inner plates 41 arranged alternately, and the front wheel outer plate 40 is connected to the front wheel housing 1.
4, and the front wheel inner plate 41 is spline engaged with the outer periphery of a protruding clutch hub 50 provided on the front wheel rotating shaft 19. The front wheel actuating piston 45 is spline-engaged within the front wheel housing 14 and is capable of pressing the front wheel multi-disc clutch 42 .
It is provided to be slidable between the 9 axial directions.
前記前輪圧力発生手段４３は、前記前輪ハウジング１４
内にて回り止めされた前輪キャリア５４と前記前輪作動
ピストン４５との間に配置されており、前輪空間部４４
と前輪曲線ブレード４６から主に構成されている。第３
図に示すように、前輪空間部４４には高粘度流体４７が
充填され、前輪曲線ブレード４６は径方向に延びかつ回
転方向の一側に凸曲面を他側に凹曲面を備えたＳ型の形
状で前記前輪空間部４４の軸方向寸法よりも僅かに小さ
な肉厚であり、前記前輪回転軸１９と同心的に回転可能
に設けた前輪変速軸５５の外周にスプライン係合され、
摺接可能に収納されている。The front wheel pressure generating means 43 is connected to the front wheel housing 14.
It is disposed between the front wheel carrier 54 which is prevented from rotating within the front wheel space 44 and the front wheel operating piston 45.
and a front wheel curved blade 46. Third
As shown in the figure, the front wheel space 44 is filled with a high viscosity fluid 47, and the front wheel curved blade 46 is S-shaped, extending in the radial direction and having a convex curved surface on one side in the rotational direction and a concave curved surface on the other side. It has a shape and a wall thickness slightly smaller than the axial dimension of the front wheel space 44, and is spline-engaged with the outer periphery of a front wheel transmission shaft 55 that is rotatably provided concentrically with the front wheel rotation shaft 19,
It is stored in a slidable manner.
また、前記前輪変速軸５５の回転に応じて前輪圧力発生
手段４３内にて、前輪曲線ブレード４６が正、逆回転し
て発生する圧力に差を持たせることが可能である。即ち
第３図においてＢ方向回転時に凹曲面４８により強制移
動される高粘度流体４７の量はＡ方向回転時の凸曲面４
９により強制移動される高粘度流体４７よりも小さくな
り、前記前輪空間部４４にて発生する圧力は差動回転に
よって高粘度流動体４７が強制移動される量に比例する
ため、Ｂ方向の回転時（左、右前輪駆動軸１５ａ、１５
ｂからの駆動力による回転）の発生圧力はＡ方向の回転
時（動力部１０からの駆動力による回転）と比較して小
さくなるような特性になる。Further, in response to the rotation of the front wheel speed change shaft 55, the front wheel curved blade 46 rotates in the forward and reverse directions within the front wheel pressure generating means 43, and it is possible to create a difference in the pressure generated. That is, in FIG. 3, the amount of high viscosity fluid 47 forcibly moved by the concave curved surface 48 when rotating in the B direction is the same as that of the convex curved surface 4 when rotating in the A direction.
9, and the pressure generated in the front wheel space 44 is proportional to the amount by which the high viscosity fluid 47 is forcibly moved by the differential rotation. (left, right front wheel drive shafts 15a, 15
The pressure generated during the rotation due to the driving force from the power unit 10 is smaller than that during rotation in the A direction (rotation due to the driving force from the power unit 10).
前輪可変速機構１７は第４図に示すように、前輪サンギ
ア５１、前輪ビニオンギア５２、前輪リングギア５３、
前輪キャリア５４から構成されており、第２図に示すよ
うに、前輪サンギア５１は前記前輪回転軸１９と同心的
に回転可能で、前記前輪変速軸５５を介して前記前輪曲
線ブレード４６と連結しており、前輪キャリア５４は前
輪ハウジング１４内で回り止めされている。前記前輪キ
ャリア５４には、各々３つの前輪ピニオン軸６２が固設
されており、第４図に示すように、この前輪ピニオン軸
６２と係合した前輪ピニオンギア５２は、前輪サンギア
５１の外周に形成された歯と前輪リングギア５３の歯と
噛合して前記前輪ピニオン軸６２を中心として回転可能
に設けられ、前輪リングギア５３は前輪サンギア５１と
同心的に設けられ前輪ピニオンギヤ５２の外周に形成さ
れた歯と噛合して回転可能に設けられている。前輪サン
ギア５１が前記前輪回転軸１９と同心的に回転し、前輪
ピニオンギア５２が前輪ピニオン軸６会と同心的に回転
する時、前輪サンギア５１と前輪ピニオンギア５２が噛
み合いながら相対回転し、前輪ハウジング１４と前輪曲
線ブレード４６が相対回転するような構成となっている
。また前輪サンギア５１と前輪ピニオンギア５２と前輪
リングギア５３の歯車比の設定により動力部ＩＯと左、
右前輪駆動軸１５ａ、１５ｂは直結に近い状態にするこ
とが可能である。As shown in FIG. 4, the front wheel variable speed mechanism 17 includes a front wheel sun gear 51, a front wheel binion gear 52, a front wheel ring gear 53,
It is composed of a front wheel carrier 54, and as shown in FIG. The front wheel carrier 54 is prevented from rotating within the front wheel housing 14. Three front wheel pinion shafts 62 are fixed to each of the front wheel carriers 54, and as shown in FIG. The front wheel ring gear 53 is provided concentrically with the front wheel sun gear 51 and formed on the outer periphery of the front wheel pinion gear 52 by meshing the formed teeth with the teeth of the front wheel ring gear 53 so as to be rotatable around the front wheel pinion shaft 62. It is provided so that it can rotate by meshing with the teeth. When the front wheel sun gear 51 rotates concentrically with the front wheel rotating shaft 19 and the front wheel pinion gear 52 rotates concentrically with the front wheel pinion shaft 6, the front wheel sun gear 51 and the front wheel pinion gear 52 rotate relative to each other while meshing with each other. The housing 14 and the front wheel curved blade 46 are configured to rotate relative to each other. Also, depending on the gear ratio settings of the front sun gear 51, front pinion gear 52, and front ring gear 53, the power section IO and the left
The right front wheel drive shafts 15a and 15b can be almost directly connected.
後輪ハウジング３４内は第１図に示す３４ａの左後輪駆
動力伝達部と３４ｂの右後輪駆動力伝達部から構成され
ており、左後輪駆動力伝達部３４ａ（主に第５図、第６
図に示す）、９右後輪駆動力伝達部３４ｂは各々第２図
、第３図、第４図に示す前記前輪駆動力伝達部１４ａと
比較して、前輪側において右前輪駆動軸１５ｂは前輪ハ
ウジング１４内を軸通しているが、後輪側では前記左、
右後輪駆動軸３５ａ、３５ｂは各々左、右後輪回転軸１
９ａ、１９ｂと係合している以外同様に構成されている
ので、詳細な構成の説明は省略するが、後輪ハウジング
３４、後輪回転軸１９ ａ、１９ ｂｓ左、右後輪駆動
軸３５ａ、３５ｂ、左、右後輪多板クラッチ４２ａ、４
２ｂ、左、右後輪圧力発生手段４３ａ、４３ｂ、左、右
後輪作動ピストン４５ａ、４５ｂ、左、右後輪曲線ブレ
ード４６ａ。The inside of the rear wheel housing 34 is composed of a left rear wheel drive force transmission section 34a shown in FIG. 1 and a right rear wheel drive force transmission section 34b shown in FIG. , 6th
9 right rear wheel drive force transmitting section 34b is different from the front wheel driving force transmitting section 14a shown in FIGS. 2, 3, and 4, respectively. The shaft passes through the front wheel housing 14, but on the rear wheel side, the left
The right rear wheel drive shafts 35a and 35b are the left and right rear wheel rotation shafts 1, respectively.
9a and 19b, so a detailed explanation of the configuration will be omitted. , 35b, left and right rear wheel multi-disc clutches 42a, 4
2b, left and right rear wheel pressure generating means 43a, 43b, left and right rear wheel operating pistons 45a, 45b, left and right rear wheel curved blades 46a.
４６ｂ１左、右後輪変速軸５５ａ、５５ｂから主に構成
されている。46b1 is mainly composed of left and right rear wheel transmission shafts 55a and 55b.
上記構成により、例えば車が直進走行中で差動回転が生
じてない時には、動力部１０からの駆動力により前輪ハ
ウジング１４と後輪ハウジング３４が回転する。前輪側
では、前輪ハウジング１４の回転力により、前輪差動回
転機構１８を介して左、右前輪駆動軸１５ａ、１５ｂは
駆動し、後輪側では、後輪ハウジング３４０回転力によ
り、左。With the above configuration, for example, when the vehicle is traveling straight and no differential rotation is occurring, the front wheel housing 14 and the rear wheel housing 34 are rotated by the driving force from the power section 10. On the front wheel side, the left and right front wheel drive shafts 15a and 15b are driven by the rotational force of the front wheel housing 14 via the front wheel differential rotation mechanism 18, and on the rear wheel side, the left and right front wheel drive shafts 15a and 15b are driven by the rotational force of the rear wheel housing 340.
右後輪駆動軸３５ａ、３５ｂは駆動する。The right rear wheel drive shafts 35a and 35b are driven.
直進走行途中に急ブレーキをかけた時、慣性力により後
輪の路面の接地力が低下するので、後輪ハウジング３４
と左、右後輪駆動軸３５ａ、３５ｂ間で回転に差が生じ
る。この場合、左、右後輪駆動軸３５ａ、３５ｂの駆動
力により前記左、右後輪可変速機構１７ａ、１７ｂを介
して、左、右後輪曲線ブレード４６ａ、４６ｂが各々回
転する。When the brakes are suddenly applied while driving straight, the ground contact force of the rear wheels on the road surface decreases due to inertia force, so the rear wheel housing 34
There is a difference in rotation between the left and right rear wheel drive shafts 35a and 35b. In this case, the left and right rear wheel curved blades 46a and 46b are respectively rotated by the driving force of the left and right rear wheel drive shafts 35a and 35b via the left and right rear wheel variable speed mechanisms 17a and 17b.
前記左後輪圧力発生手段４３ａ内では、左、右後輪駆動
軸３５ａ、３５ｂから入力される駆動力により左後輪曲
線ブレード４６ａが第６図のＢ′方向に回転するので、
左後輪曲線ブレード４６ａの凹曲面４８ａにより強制移
動される高粘度流体４７ａの量はＡ′方向回転時の凸曲
面４９ａにより強制移動される量よりも小さくなり、前
記左後輪圧力発生手段４３ａにて発生する圧力は差動回
転によって高粘度流体４７ａが移動する量に比例するた
め、Ｂ′方向回転時の発生圧力はＡ′方向の回転時と比
較して小さくなる。右後輪圧力発生手段４３ｂ内におい
ても、前記左後輪圧力発生手段ら前輪側に伝達される駆
動力は？ＬＩ］制２＄ 、？’Ｌ ＃ Ｕ） ＣＡＢＳ
の作動に障害を与えない。In the left rear wheel pressure generating means 43a, the left rear wheel curved blade 46a rotates in the direction B' in FIG. 6 due to the driving force input from the left and right rear wheel drive shafts 35a and 35b.
The amount of high viscosity fluid 47a forcibly moved by the concave curved surface 48a of the left rear wheel curved blade 46a is smaller than the amount forcibly moved by the convex curved surface 49a during rotation in the A' direction, and the left rear wheel pressure generating means 43a Since the pressure generated in is proportional to the amount of movement of the high viscosity fluid 47a due to the differential rotation, the pressure generated during rotation in the B' direction is smaller than that during rotation in the A' direction. Also in the right rear wheel pressure generating means 43b, what is the driving force transmitted from the left rear wheel pressure generating means to the front wheel side? LI] system 2$,? 'L ＃U) CABS
does not impede the operation of the
また、例えば車が右旋回走行する時には、後輪側におい
て回転半径の差により左後輪駆動軸３５ａは右後輪駆動
軸３５ｂよりも速く回転しようとするので、後輪ハウジ
ング３４と左後輪駆動軸３５ａとの間で生じる相対回転
差は後輪ハウジング３４と右後輪駆動軸３５ｂとの間で
の相対回転差よりも大きくなる。前記左後輪駆動力伝達
部３４ａにて、後輪ハウジング３４０回転力により前記
左後輪可変速機構１７ａを介して第６図に示す左後輪曲
線ブレード４６ａはＡ′方向に回転する。For example, when the car turns right, the left rear wheel drive shaft 35a tends to rotate faster than the right rear wheel drive shaft 35b due to the difference in rotation radius on the rear wheel side. The relative rotation difference between the rear wheel housing 34 and the right rear wheel drive shaft 35b is larger than the relative rotation difference between the rear wheel housing 34 and the right rear wheel drive shaft 35b. In the left rear wheel drive force transmission section 34a, the left rear wheel curved blade 46a shown in FIG. 6 is rotated in the A' direction by the rotational force of the rear wheel housing 340 via the left rear wheel variable speed mechanism 17a.
高粘度流体４７ａは回転する左後輪曲線ブレード４６ａ
の凸曲面４９ａに押されることにより左後輪曲線ブレー
ド４６ａの凹曲面４８ａに強制移動されるので、左後輪
圧力発生手段４３ａ内で圧力が発生するが、この発生す
る圧力と比較して右後輪圧力発生手段４３ｂで発生する
圧力は前記相対回転に比例して小さい。The high viscosity fluid 47a rotates the left rear wheel curved blade 46a.
By being pushed by the convex curved surface 49a of the left rear wheel curved blade 46a, pressure is generated within the left rear wheel pressure generating means 43a. The pressure generated by the rear wheel pressure generating means 43b is small in proportion to the relative rotation.
前記左後輪圧力発生手段４３ａ内で発生した圧力により
左後輪作動ピストン４５ａが摺動し左後輪多板クラッチ
４２ａが摩擦係合するので、後輪ハウジング３４の回転
力は左後輪駆動軸３５ａに伝達される。同様に右後輪駆
動軸３５ｂは前記右後輪圧力発生手段４３ｂで発生する
圧力に応じて駆動するので、左後輪駆動軸３５ａよりも
遅く回転する。よってスムーズな旋回走行ができる。The left rear wheel operating piston 45a slides due to the pressure generated within the left rear wheel pressure generating means 43a, and the left rear wheel multi-disc clutch 42a is frictionally engaged, so that the rotational force of the rear wheel housing 34 is used to drive the left rear wheel. The signal is transmitted to the shaft 35a. Similarly, the right rear wheel drive shaft 35b is driven in accordance with the pressure generated by the right rear wheel pressure generating means 43b, so it rotates more slowly than the left rear wheel drive shaft 35a. This allows for smooth turning.
また、この右旋回走行時において、前輪側では循環トル
クが生じて前輪駆動軸１５から制動力として働く駆動力
が入力されるが、第３図に示す前輪曲線ブレード４６は
Ｂ方向に回転するので、前輪圧力発生手段４３内で発生
する圧力は抑制される。よって、タイトコーナーブレー
キング現象は回避できる。Furthermore, during this right turn, circulating torque is generated on the front wheel side, and a driving force acting as a braking force is input from the front wheel drive shaft 15, but the front wheel curved blade 46 shown in FIG. 3 rotates in the direction B. Therefore, the pressure generated within the front wheel pressure generating means 43 is suppressed. Therefore, the tight corner braking phenomenon can be avoided.
〈発明の効果〉
以上述べたように本発明は、前、後輪ハウジング内にて
径方向かつ回転方向−例に凸曲面を他側に凹曲面を備え
た曲線ブレードを前輪側と左、右後輪側に各々取付けた
ので、後輪側において前輪側と後輪側との間で伝達され
る駆動力を断続させるＡＢＳ用クラッチを設けたＡＢＳ
の作動の障害にならない機構とＬＳＤ用クワクラッチり
路面が低μ路状態の時に左右輪に対してＬＳＤを作動さ
せる機構の２つの機構を電子制御により行うものに比べ
、構造が簡単であり製造工程において組付けが容易であ
る。<Effects of the Invention> As described above, the present invention provides a curved blade having a convex curved surface on the other side and a concave curved surface on the other side in the radial direction and rotational direction in the front and rear wheel housings. Since each ABS was installed on the rear wheel side, an ABS clutch was installed on the rear wheel side to intermittent the driving force transmitted between the front wheel side and the rear wheel side.
It has a simpler structure and is easier to manufacture than an electronically controlled mechanism that uses two mechanisms: a mechanism that does not interfere with the operation of the LSD, and a mechanism that activates the LSD for the left and right wheels when the road surface is low μ. Easy to assemble in the process.
また前輪側においては、循環トルクは抑制可能なので、
タイトコーナーブレーキング現象は回避でき、悪路走行
時の操安性が保たれる。Also, on the front wheel side, circulating torque can be suppressed, so
Tight corner braking phenomenon can be avoided, and steering stability is maintained when driving on rough roads.
図面は本発明の実施例を示したもので、第１図は４輪駆
動車の全体構成図、第２図は第１図における前輪側の断
面図、第３図は第２図の■−■断面図、第４図は第２図
のＩＶ−ＩＶ断面図、第５図は第１図における左後輪駆
動力伝達部の断面図、第６図は第５図のＶＩ−Ｖｌ断面
図。
１０・・・動力部、１４・・・前輪ハウジング、１４ａ
・・・前輪駆動力伝達部、４２・・・前輪多板クラッチ
、４２ａ・・・後輪多板クラッチ、４３・・・前輪圧力
発生手段、４３ａ・・・後輪圧力発生手段、４５・・・
前輪作動ピストン、４５ａ・・・後輪作動ピストン、４
６・・・前輪曲線ブレード、４６ａ・・・左後輪曲線ブ
レード、４６ｂ・・・右後輪曲線ブレード、３４・・・
後輪ハウジング、３４ａ・・・左後輪駆動力伝達部、３
４ｂ・・・右後輪駆動力伝達部。The drawings show an embodiment of the present invention. Fig. 1 is an overall configuration diagram of a four-wheel drive vehicle, Fig. 2 is a sectional view of the front wheel side in Fig. 1, and Fig. 3 is a cross-sectional view of the front wheel side in Fig. 2. ■Cross-sectional view, Figure 4 is a cross-sectional view IV-IV in Figure 2, Figure 5 is a cross-sectional view of the left rear wheel drive force transmission part in Figure 1, and Figure 6 is a VI-Vl cross-sectional view in Figure 5. . 10... Power unit, 14... Front wheel housing, 14a
...Front wheel drive force transmission unit, 42...Front wheel multi-disc clutch, 42a...Rear wheel multi-disc clutch, 43...Front wheel pressure generating means, 43a...Rear wheel pressure generating means, 45...・
Front wheel operating piston, 45a... Rear wheel operating piston, 4
6... Front wheel curved blade, 46a... Left rear wheel curved blade, 46b... Right rear wheel curved blade, 34...
Rear wheel housing, 34a...Left rear wheel drive force transmission section, 3
4b...Right rear wheel drive force transmission section.
Claims (1)
伝達し４輪を駆動する４輪駆動車において、前記動力部
からの駆動力を前輪駆動軸に伝達する前輪駆動力伝達部
と、前記動力部からの駆動力を左右の後輪駆動軸に各々
伝達する一対の後輪駆動力伝達部を備え、前記前輪駆動
力伝達部と一対の後輪駆動力伝達部は各々、前記動力部
からの駆動力に応じて回転駆動するハウジングと、この
ハウジング内に収納されハウジングの回転を前輪駆動軸
、一対の後輪駆動軸に伝達する多板クラッチと、この多
板クラッチを押圧する作動ピストンと、この作動ピスト
ンの軸方向の側面に設けた空間部と、この空間部に各々
封入された高粘度流体と、前記空間部に収納され前記ハ
ウジングと前記前輪駆動軸、一対の後輪駆動軸の差動回
転により前記高粘度流体を移動させてその粘性摩擦によ
り圧力を発生させるブレードによって構成され、このブ
レードは半径方向に延びかつ回転方向一側に凸曲面を他
側に凹曲面を備え前記差動回転における正、逆回転に応
じて異なる圧力を発生する曲線ブレードとして構成され
ていることを特徴とする４輪駆動車。(1) In a four-wheel drive vehicle that drives four wheels by transmitting the driving force from the power section to the front wheel drive shaft and the rear wheel drive shaft, front wheel drive force transmission that transmits the driving force from the power section to the front wheel drive shaft and a pair of rear wheel drive force transmission sections that transmit the driving force from the power section to the left and right rear wheel drive shafts, respectively, the front wheel drive force transmission section and the pair of rear wheel drive force transmission sections each having: A housing that is rotationally driven in accordance with the driving force from the power section, a multi-plate clutch that is housed within the housing and that transmits the rotation of the housing to a front wheel drive shaft and a pair of rear wheel drive shafts, and a press that presses the multi-plate clutch. a working piston, a space provided on an axial side surface of the working piston, a high viscosity fluid sealed in each space, the housing and the front wheel drive shaft housed in the space, and a pair of rear wheels. It is composed of blades that move the high viscosity fluid by differential rotation of the wheel drive shafts and generate pressure due to the viscous friction.The blades extend in the radial direction and have a convex curved surface on one side in the direction of rotation and a concave curved surface on the other side. A four-wheel drive vehicle comprising: a curved blade that generates different pressures depending on forward and reverse rotations in the differential rotation.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3974589A JPH02220930A (en) | 1989-02-20 | 1989-02-20 | Four-wheel drive vehicle |
| EP19900101508 EP0380101A3 (en) | 1989-01-27 | 1990-01-25 | Driving power transmission system for vehicle |
| US07/598,749 US5080187A (en) | 1989-01-27 | 1990-10-16 | Driving power transmission system for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3974589A JPH02220930A (en) | 1989-02-20 | 1989-02-20 | Four-wheel drive vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02220930A true JPH02220930A (en) | 1990-09-04 |
Family
ID=12561502
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3974589A Pending JPH02220930A (en) | 1989-01-27 | 1989-02-20 | Four-wheel drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02220930A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02241837A (en) * | 1989-03-14 | 1990-09-26 | Mitsubishi Motors Corp | Four-wheel drive vehicle |
-
1989
- 1989-02-20 JP JP3974589A patent/JPH02220930A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02241837A (en) * | 1989-03-14 | 1990-09-26 | Mitsubishi Motors Corp | Four-wheel drive vehicle |
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