JPH0979347A - Coupling device between right and left wheels of vehicle - Google Patents
Coupling device between right and left wheels of vehicleInfo
- Publication number
- JPH0979347A JPH0979347A JP23284395A JP23284395A JPH0979347A JP H0979347 A JPH0979347 A JP H0979347A JP 23284395 A JP23284395 A JP 23284395A JP 23284395 A JP23284395 A JP 23284395A JP H0979347 A JPH0979347 A JP H0979347A
- Authority
- JP
- Japan
- Prior art keywords
- differential
- right wheels
- gear ratio
- drive source
- gear
- 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
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
- Hybrid Electric Vehicles (AREA)
- Retarders (AREA)
- Motor Power Transmission Devices (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】本発明は、車両の左右の車
輪、特に、エンジンで駆動されない左右の従動輪間に設
けられる連結装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to left and right wheels of a vehicle, and more particularly to a coupling device provided between left and right driven wheels which are not driven by an engine.
【0002】[0002]
【従来の技術】従来、この種の連結装置として、特開平
5−131855号公報により、左右の車輪間に、左右
一方の車輪の回転を増速して他方の車輪に伝達する第1
の連結経路と、一方の車輪の回転を減速して他方の車輪
に伝達する第2の連結経路とを設け、両連結経路に夫々
クラッチを介設して、一方の車輪が内輪となる旋回時に
は第1の連結経路用のクラッチを係合し、また、一方の
車輪が外輪となる旋回時には第2の連結経路用のクラッ
チを係合し、外輪を内輪に比し積極的に増速させて、内
輪側での制動力と外輪側での駆動力を発生させ、旋回性
能を向上させるようにしたものが知られている。2. Description of the Related Art Conventionally, as this type of connecting device, Japanese Patent Laid-Open Publication No. Hei 5-131855 discloses a first type of transmission device in which the rotation of one of the right and left wheels is increased between the left and right wheels and transmitted to the other wheel.
And a second connection path for reducing the rotation of one of the wheels and transmitting it to the other wheel, and a clutch is interposed in each of the two connection paths, so that one of the wheels becomes an inner wheel when turning. The clutch for the first connection path is engaged, and the clutch for the second connection path is engaged during turning when one of the wheels becomes the outer wheel, so that the outer wheel is positively increased in speed as compared with the inner wheel. In addition, there has been known one that generates a braking force on the inner wheel side and a driving force on the outer wheel side to improve turning performance.
【0003】[0003]
【発明が解決しようとする課題】ところで、雪道等の滑
り易い路面での発進時、従動輪を電動モータ等の駆動源
により駆動して発進アシストを行うことが考えられてお
り、左右の車輪間の差回転を発生させて旋回性能を向上
させる、という上記した旋回制御機能に加えて発進アシ
スト機能を得られるようにすることが望まれている。本
発明は、発進アシスト用の駆動源を利用して左右の車輪
間の差回転を発生し得るようにした、上記要望に適合す
るコンパクトで安価な連結装置を提供することを課題と
している。By the way, when the vehicle starts on a slippery road surface such as a snowy road, it is considered that the driven wheels are driven by a drive source such as an electric motor to assist in starting the vehicle. It is desired to obtain a starting assist function in addition to the above-described turning control function of generating a differential rotation between them to improve the turning performance. SUMMARY OF THE INVENTION It is an object of the present invention to provide a compact and inexpensive coupling device which meets the above-mentioned demand and is capable of generating a differential rotation between left and right wheels by using a drive source for starting assistance.
【0004】[0004]
【課題を解決するための手段】上記課題を解決すべく、
本発明の第1の特徴によれば、車両の左右の車輪間に設
けられる連結装置であって、第1回転要素と第1回転要
素に対し一方が正転するときに他方が逆転する第2と第
3の回転要素とを有する差動装置と、差動装置の第1回
転要素に連結される駆動源と、差動装置の第2回転要素
を左右の車輪のうちの一方に連結する第1伝動系と、差
動装置の第3回転要素を左右の車輪のうちの他方に連結
する、切換手段を介して選択的に確立される第2と第3
の1対の伝動系とを備え、第1伝動系と第2伝動系との
ギア比を互に同一の第1のギア比に設定し、第3伝動系
のギア比を第1のギア比とは異なる第2のギア比に設定
するものとした。[Means for Solving the Problems] In order to solve the above problems,
According to the first aspect of the present invention, there is provided the coupling device provided between the left and right wheels of the vehicle, wherein the first rotating element and the second rotating element rotate in the other direction when the other rotates in the normal direction. And a third rotating element, a drive source connected to the first rotating element of the differential, and a second rotating element of the differential connected to one of the left and right wheels. 1 transmission system and 2nd and 3rd selectively established via the switching means which connects the 3rd rotating element of a differential gear to the other of the left and right wheels.
And a gear ratio of the first transmission system and a second transmission system are set to the same first gear ratio, and the gear ratio of the third transmission system is set to the first gear ratio. The second gear ratio different from the above is set.
【0005】車両の発進時は、第2伝動系を確立した状
態で駆動源を正転又は逆転するもので、これによれば差
動装置から左右の車輪に夫々ギア比の等しい第1と第2
の伝動系を介して等分に駆動力が伝達され、左右の車輪
が共に正転又は逆転されて、前進又は後進の発進アシス
トが行なわれる。When the vehicle is started, the drive source is normally or reversely rotated with the second transmission system being established. According to this, the first and the first gears having the same gear ratio from the differential device to the left and right wheels respectively. Two
The driving force is evenly transmitted through the transmission system, and both the left and right wheels are normally or reversely rotated to perform forward or reverse start assist.
【0006】発進後は、第3伝動系を確立すると共に駆
動源を停止するもので、この場合、第3伝動系のギア比
たる第2のギア比を第1伝動系のギア比とは方向が反対
で絶対値が等しくなるように設定しておけば、左右の車
輪が等速度で回転している限り差動装置の第1回転要素
は回転しなくなる。従って、駆動源を制動して第1回転
要素の回転を規制すれば、左右の車輪間の差動制限が行
なわれ、直進安定性が向上する。After starting, the third transmission system is established and the drive source is stopped. In this case, the second gear ratio, which is the gear ratio of the third transmission system, is different from the gear ratio of the first transmission system. However, if the absolute values are set to be equal to each other and the absolute values are equal, the first rotating element of the differential device will not rotate as long as the left and right wheels rotate at a constant speed. Therefore, if the drive source is braked to restrict the rotation of the first rotary element, the differential limitation between the left and right wheels is performed, and the straight running stability is improved.
【0007】また、第3伝動系を確立した状態で駆動源
を正転すると、左右の車輪の一方が他方に対し増速さ
れ、駆動源を逆転すると、左右の車輪の他方が一方に対
し増速される。従って、旋回時に外輪となる車輪が増速
されるように駆動源を正逆転すれば、外輪に駆動力、内
輪に制動力が加わって旋回方向へのヨーモーメントが発
生し、旋回性能が向上する。When the drive source is normally rotated with the third transmission system established, one of the left and right wheels is accelerated with respect to the other, and when the drive source is reversed, the other of the left and right wheels is increased with respect to one. Be speeded up. Therefore, if the drive source is rotated in the forward and reverse directions so that the outer wheel is accelerated during turning, a driving force is applied to the outer wheel and a braking force is applied to the inner wheel to generate a yaw moment in the turning direction, improving the turning performance. .
【0008】上記のものでは、差動装置を1個として第
2と第3の伝動系を選択的に確立しているが、差動装置
を2個用いて同様の作用を得ることもできる。そこで、
本発明の第2の特徴によれば、車両の左右の車輪間に設
けられる連結装置であって、第1回転要素と第1回転要
素に対し一方が正転するときに他方が逆転する第2と第
3の回転要素とを有する第1と第2の1対の差動装置
と、第1差動装置の第1回転要素と第2差動装置の第1
回転要素とに切換手段を介して選択的に連結される駆動
源とを備え、第1差動装置の第2回転要素と第3回転要
素とを左右の車輪のうちの一方と他方とに互に同一の第
1のギア比で連結すると共に、第2差動装置の第2回転
要素を左右の車輪のうちの一方に第2のギア比で連結
し、第2差動装置の第3回転要素を左右の車輪のうちの
他方に第2のギア比とは異なる第3のギア比で連結する
ものとした。In the above, the second and third transmission systems are selectively established with one differential device, but the same operation can be obtained by using two differential devices. Therefore,
According to the second feature of the present invention, the coupling device provided between the left and right wheels of the vehicle, wherein the first rotating element and the second rotating element rotate in the other direction when the other rotates in the forward direction. A first and second pair of differentials having a first and a third rotating element, a first rotating element of the first differential and a first of the second differential.
And a drive source selectively connected to the rotary element via a switching means, and the second rotary element and the third rotary element of the first differential device are connected to one and the other of the left and right wheels. To the one of the left and right wheels at the second gear ratio and the third rotation of the second differential device. The element is connected to the other of the left and right wheels at a third gear ratio different from the second gear ratio.
【0009】このものにおいて駆動源を第1差動装置の
第1回転要素に連結すれば、上記第1の特徴において第
2伝動系を確立したときと同様の状態になり、発進時に
この状態で駆動源を正転又は逆転すれば、左右の車輪に
等分に駆動力が伝達され、前進又は後進の発進アシスト
が行われる。If the drive source is connected to the first rotary element of the first differential device in this case, the same state as that when the second transmission system is established in the first feature is obtained, and in this state at the time of starting the vehicle. When the drive source is rotated in the normal direction or the reverse direction, the driving force is evenly transmitted to the left and right wheels, and the forward or backward starting assist is performed.
【0010】また、駆動源を第2差動装置の第1回転要
素に連結すれば、上記第1の特徴において第3伝動系を
確立したときと同様の状態になる。そして、第3のギア
比を第2のギア比とは方向が反対で絶対値が等しくなる
ように設定しておけば、左右の車輪が等速度で回転して
いる限り第2差動装置の第1回転要素は回転しないか
ら、駆動源を制動して第2差動装置の第1回転要素の回
転を規制することにより、左右の車輪間の差動制限を行
なって直進安定性を向上でき、また、旋回時に駆動源の
正逆転で外輪を増速させて旋回性能を向上できる。Further, if the drive source is connected to the first rotary element of the second differential device, the same state as when the third transmission system is established in the first feature is obtained. Then, if the third gear ratio is set so that the direction is opposite to the second gear ratio and the absolute values are equal, as long as the left and right wheels are rotating at a constant speed, Since the first rotating element does not rotate, the drive source is braked to restrict the rotation of the first rotating element of the second differential device, thereby restricting the differential between the left and right wheels to improve straight running stability. Also, the turning performance can be improved by increasing the speed of the outer wheel by the forward and reverse rotation of the drive source during turning.
【0011】このように、本発明によれば、第1の特徴
と第2の特徴の何れにおいても、差動装置と駆動源との
有機的な組合わせにより、発進アシスト制御と旋回制御
と更には差動制限制御とを行い得る、コンパクトで安価
な連結装置を得られる。特に、差動装置により左右輪間
の差回転を取り出すようにしたので、旋回制御や差動制
限制御に必要とされる回転数が小さくなり、駆動源の出
力トルクが小さくても充分な減速を行なうことにより旋
回制御や差動制限制御に必要なトルクを得られる。従っ
て、駆動源を小さなものにできコンパクトになる。As described above, according to the present invention, in both the first feature and the second feature, the start assist control, the turning control, and the turn assist control are further performed by the organic combination of the differential device and the drive source. Is a compact and inexpensive coupling device that can perform differential limiting control. In particular, since the differential gear is used to extract the differential rotation between the left and right wheels, the rotational speed required for turning control and differential limiting control is reduced, and sufficient deceleration is achieved even if the output torque of the drive source is small. By doing so, the torque required for turning control and differential limiting control can be obtained. Therefore, the driving source can be made small and the device can be made compact.
【0012】ところで、第1の特徴における第3伝動系
を確立した状態、第2の特徴における駆動源を第2差動
装置の第1回転要素に連結した状態では、左右の車輪間
の差回転を生ずると、差動装置(第2の特徴では第2差
動装置)の第1回転要素が差回転に応じた速度で回転し
て駆動源が逆駆動されるから、ブレーキング時に片輪が
ロックする等して左右の車輪間に過大な差回転が発生す
ると、駆動源が過回転して駆動源の耐久性が悪化する。By the way, when the third transmission system of the first feature is established and the drive source of the second feature is connected to the first rotating element of the second differential device, the differential rotation between the left and right wheels is performed. Occurs, the first rotating element of the differential device (the second differential device in the second feature) rotates at a speed according to the differential rotation, and the drive source is reversely driven, so that one wheel is broken during braking. If an excessive differential rotation occurs between the left and right wheels due to locking or the like, the drive source excessively rotates and the durability of the drive source deteriorates.
【0013】この場合、左右の車輪間の差回転が所定値
以上になったときに左右の車輪間の連結又は差動装置
(第2の特徴では第1と第2の両差動装置)と駆動源と
の間の連結を解除するクラッチ手段を設けておけば、過
大な差回転による駆動源の過回転を防止でき、駆動源の
耐久性を向上する上で有利である。In this case, when the differential rotation between the left and right wheels becomes equal to or greater than a predetermined value, the left and right wheels are connected to each other or the differential device (the first and second differential devices in the second feature). Providing a clutch means for releasing the connection with the drive source can prevent over-rotation of the drive source due to excessive differential rotation, which is advantageous in improving the durability of the drive source.
【0014】尚、第1の特徴における切換手段を、第2
と第3の両伝動系の何れをも確立しない中立状態に切換
自在とし、第2の特徴における切換手段を、一方の差動
装置の第1回転要素と他方の差動装置の第1回転要素と
の何れにも駆動源を連結しない中立状態に切換自在と
し、左右の車輪間の差回転が所定値以上になったときに
切換手段を中立状態に切換えるようにすれば、クラッチ
手段を別途設けなくても駆動源の過回転を防止できる。It should be noted that the switching means of the first feature is
The third and second transmission systems can be freely switched to a neutral state in which neither of them is established, and the switching means in the second feature is the first rotation element of one differential device and the first rotation element of the other differential device. If the drive source is not connected to either of them, it can be freely switched to the neutral state, and the switching means can be switched to the neutral state when the differential rotation between the left and right wheels exceeds a predetermined value. Even if it is not necessary, it is possible to prevent excessive rotation of the drive source.
【0015】[0015]
【発明の実施の形態】図1は、エンジン1により変速機
2を介して左右の前輪3L,3Rを駆動する前輪駆動車
両を示しており、各前輪3L,3Rは両端に等速ジョイ
ント4aを有する各ドライブシャフト4L,4Rを介し
て変速機2に連結されている。1 shows a front-wheel drive vehicle in which left and right front wheels 3L, 3R are driven by an engine 1 via a transmission 2, and each front wheel 3L, 3R has a constant velocity joint 4a at both ends. It is connected to the transmission 2 through the respective drive shafts 4L and 4R.
【0016】従動輪たる左右の後輪5L,5Rには夫々
両端に等速ジョイント6aを有する連結軸6L,6Rが
連結され、両連結軸6L,6R間に連結装置7が介設さ
れている。Connecting shafts 6L and 6R having constant velocity joints 6a at both ends are connected to the left and right rear wheels 5L and 5R, which are driven wheels, respectively, and a connecting device 7 is provided between the connecting shafts 6L and 6R. .
【0017】連結装置7は、図2に示す如く、差動装置
8と、駆動源9とを備えている。差動装置8は、デフケ
ース8aに傘歯車から成る左右1対のサイドギア8b,
8cと両サイドギア8b,8cに噛合するピニオン8d
とを軸支して成る傘歯車式差動装置で構成されている。
そして、デフケース8aに固定のリングギア8eに駆動
源9の出力軸9a上のギア9bを噛合して、駆動源9を
デフケース8aに連結すると共に、左右一方のサイドギ
ア、例えば、右側のサイドギア8cを第1伝動系10を
介して右後輪5R用の連結軸6Rの等速ジョイント6a
に連結し、また、左側のサイドギア8bを切換手段13
を介して選択的に確立される第2と第3の伝動系11,
12を介して左後輪5L用の連結軸6Lの等速ジョイン
ト6aに連結している。As shown in FIG. 2, the coupling device 7 includes a differential device 8 and a driving source 9. The differential device 8 includes a pair of left and right side gears 8b formed of bevel gears on a differential case 8a,
8c and pinion 8d meshing with both side gears 8b, 8c
It is composed of a bevel gear type differential device that is supported by and.
Then, the ring gear 8e fixed to the differential case 8a is meshed with the gear 9b on the output shaft 9a of the drive source 9 to connect the drive source 9 to the differential case 8a and to connect the left and right side gears, for example, the right side gear 8c. A constant velocity joint 6a of the connecting shaft 6R for the right rear wheel 5R via the first transmission system 10.
And the left side gear 8b is connected to the switching means 13
Second and third transmission systems 11, which are selectively established via
It is connected via 12 to the constant velocity joint 6a of the connecting shaft 6L for the left rear wheel 5L.
【0018】第1と第2の伝動系10,11は、ドライ
ブギア10a,11aとドリブンギア10b,11bと
から成るギア列で構成され、両伝動系10,11のギア
比は互に同一の第1のギア比r1に設定されている。第
3の伝動系12は、ドライブギア12aと中間のアイド
ルギア12bとドリブンギア12cとから成るギア列で
構成され、そのギア比は第1のギア比r1とは方向が反
対で絶対値が等しい第2のギア比r2(=−r1)に設
定されている。The first and second transmission systems 10 and 11 are composed of a gear train composed of drive gears 10a and 11a and driven gears 10b and 11b, and the transmission systems 10 and 11 have the same gear ratio. It is set to the first gear ratio r1. The third transmission system 12 is composed of a gear train including a drive gear 12a, an intermediate idle gear 12b, and a driven gear 12c, and its gear ratio is opposite in direction to the first gear ratio r1 and has the same absolute value. The second gear ratio r2 (= -r1) is set.
【0019】尚、差動装置8を、サンギアとリングギア
と該両ギアに噛合するピニオンギアを支持するキャリア
とから成る遊星歯車式差動装置で構成し、キャリアに駆
動源9を連結すると共に、サンギアとリングギアとのう
ちの一方、例えば、サンギアを第1伝動系10を介して
左右の後輪5L,5Rのうちの一方、例えば、右後輪5
Rに連結し、リングギアを第2と第3の伝動系11,1
2を介して左後輪5Lに連結しても良い。この場合、キ
ャリアに対しサンギアが正逆転したとき、リングギア
は、キャリアに対するサンギアの相対回転速度をv、リ
ングギアとサンギアのギア比(リングギアの歯数/サン
ギアの歯数)をrpとして、キャリアに対しv/rpの
相対回転速度でサンギアとは反対方向に回転するから、
第2伝動系11のドリブンギア11bとドライブギア1
1aのギア比(ドリブンギアの歯数/ドライブギアの歯
数)をr1/rpに設定し、リングギアを含む第2伝動
系11全体のサンギアに対するギア比をr1に設定す
る。同様に第3伝動系12のドリブンギア11cとドラ
イブギア11aのギア比もr1/rpに設定する。The differential device 8 is a planetary gear type differential device including a sun gear, a ring gear, and a carrier that supports a pinion gear meshing with both gears. The drive source 9 is connected to the carrier. , One of the sun gear and the ring gear, for example, the sun gear via the first transmission system 10, one of the left and right rear wheels 5L, 5R, for example, the right rear wheel 5.
It is connected to R and the ring gear is connected to the second and third transmission systems 11 and 1.
It may be connected to the left rear wheel 5L via 2. In this case, when the sun gear rotates forward and backward with respect to the carrier, the ring gear has a relative rotation speed of the sun gear with respect to the carrier as v, and a gear ratio of the ring gear and the sun gear (the number of teeth of the ring gear / the number of teeth of the sun gear) as rp, Since it rotates in the opposite direction to the sun gear at a relative rotation speed of v / rp with respect to the carrier,
Driven gear 11b and drive gear 1 of the second transmission system 11
The gear ratio of 1a (the number of teeth of the driven gear / the number of teeth of the drive gear) is set to r1 / rp, and the gear ratio of the entire second transmission system 11 including the ring gear to the sun gear is set to r1. Similarly, the gear ratio between the driven gear 11c and the drive gear 11a of the third transmission system 12 is also set to r1 / rp.
【0020】駆動源9は、2段の遊星歯車式減速機を内
蔵する電動モータで構成されており、コントローラ14
によりドライバー回路9cを介して制御される。ドライ
バー回路9cは、図示しないが、従来公知の正逆転切換
回路と回生ブレーキ回路とを内蔵している。尚、駆動源
9を電動モータ以外のもの、例えば、油圧モータで構成
することも可能である。The drive source 9 is composed of an electric motor incorporating a two-stage planetary gear type speed reducer, and a controller 14
Is controlled by the driver circuit 9c. Although not shown, the driver circuit 9c incorporates a conventionally known forward / reverse switching circuit and a regenerative braking circuit. The drive source 9 may be configured by something other than an electric motor, for example, a hydraulic motor.
【0021】切換手段13は、サイドギア8bのギア軸
上に、第2と第3の両伝動系11,12のドライブギア
11a,12a間に位置させて設けた、軸方向に移動自
在なドグ部材13aを有するドグクラッチで構成されて
おり、コントローラ14で制御されるソレノイド13b
によりドグ部材13aを移動して、両伝動系11,12
のドライブギア11a,12aをサイドギア8bに選択
的に連結するようにしている。尚、第2と第3の両伝動
系11,12のドライブギア11a,12aをサイドギ
ア8bに直結し、両伝動系11,12のドリブンギア1
1b,12cを切換手段13を介して等速ジョイント6
aに選択的に連結するようにしても良い。また、第2伝
動系11と第3伝動系12とにドグクラッチや電磁クラ
ッチ等から成る各別のクラッチを介設し、両クラッチの
一方を係合させることで対応する一方の伝動系を選択的
に確立させるようにしても良いが、切換手段13の簡素
化を図るには共通1個のドグクラッチを用いる図示例の
ものが好適である。The switching means 13 is provided on the gear shaft of the side gear 8b so as to be positioned between the drive gears 11a and 12a of the second and third transmission systems 11 and 12, and is movable in the axial direction. Solenoid 13b which is composed of a dog clutch having 13a and is controlled by the controller 14
The dog member 13a is moved by the
The drive gears 11a and 12a are selectively connected to the side gear 8b. The drive gears 11a and 12a of the second and third transmission systems 11 and 12 are directly connected to the side gear 8b, and the driven gear 1 of both transmission systems 11 and 12 is connected.
1b, 12c through the switching means 13 constant velocity joint 6
It may be selectively connected to a. Further, each of the second transmission system 11 and the third transmission system 12 is provided with another clutch such as a dog clutch or an electromagnetic clutch, and one of the two transmission systems is selectively engaged by engaging one of the two clutches. However, in order to simplify the switching means 13, the one shown in the figure using one common dog clutch is preferable.
【0022】コントローラ14には、左右の前輪3L,
3Rの速度を検出する車輪速センサ15L,15Rと、
左右の後輪5L,5Rの速度を検出する車輪速センサ1
6L,16Rと、ブレーキランプスイッチ17と、サイ
ドブレーキスイッチ18と、バックライトスイッチ19
と、舵角センサ20との信号が入力されている。The controller 14 includes left and right front wheels 3L,
Wheel speed sensors 15L and 15R for detecting the speed of 3R,
Wheel speed sensor 1 for detecting the speed of the left and right rear wheels 5L, 5R
6L, 16R, a brake lamp switch 17, a side brake switch 18, and a backlight switch 19
And a signal from the steering angle sensor 20 are input.
【0023】そして、コントローラ14は、図3に示す
如く、エンジン1や変速機2を制御するメインコントロ
ーラ(図示せず)からの信号を受けて、発進操作中か否
かの判別を行い(S1)、発進時は発進アシスト制御を
行ない(S2)、発進後は旋回制御及び差動制限制御を
行なう(S3)。Then, as shown in FIG. 3, the controller 14 receives a signal from a main controller (not shown) which controls the engine 1 and the transmission 2 and determines whether or not the vehicle is in a starting operation (S1). ), Starting assist control is performed at the time of starting (S2), and turning control and differential limiting control are performed after starting (S3).
【0024】発進アシスト制御の詳細は図4に示すとお
りであり、先ず、システムの異常の有無を判別し(Q
1)、異常が無ければ前輪速度Vfと後輪速度Vrとの
速度差△Vを演算し(Q2)、△Vが設定値△VSを上
回っているか否かを判別する(Q3)。△V>△VSに
なるのは駆動輪たる前輪がスリップしているときであ
り、この場合、後輪速度Vr、即ち、車速が設定値Vr
S(例えば15km/h)以上になるまでは発進アシスト
が必要になり、一方、ブレーキがかかっているときは発
進アシストを行なっても無駄である。そこで、△V>△
VSのときは、次に、後輪速度VrがVrS未満、ブレ
ーキランプがOFF、サイドブレーキスイッチがOFF
の3条件が成立しているか否かを判別する(Q4,Q
5,Q6)。そして、3条件が成立しているときは、バ
ックライトがOFFか否かを判別し(Q7)、バックラ
イトがOFFの時、即ち、前進時は、切換手段13で第
2伝動系11を確立すると共に駆動源9を正転し(Q
8)、バックライトがONのとき、即ち、後進時は、切
換手段13で第2伝動系11を確立すると共に駆動源9
を逆転する(Q9)。The details of the start assist control are as shown in FIG. 4. First, it is judged whether or not there is an abnormality in the system (Q
1) If there is no abnormality, the speed difference ΔV between the front wheel speed Vf and the rear wheel speed Vr is calculated (Q2), and it is determined whether or not ΔV exceeds the set value ΔVS (Q3). ΔV> ΔVS is when the front wheels, which are the driving wheels, are slipping, and in this case, the rear wheel speed Vr, that is, the vehicle speed is the set value Vr.
It is necessary to start the vehicle until S (for example, 15 km / h) or more. On the other hand, when the brakes are applied, it is useless to perform the vehicle start assist. Therefore, ΔV> △
In the case of VS, next, the rear wheel speed Vr is less than VrS, the brake lamp is off, and the side brake switch is off.
It is discriminated whether or not the three conditions are satisfied (Q4, Q
5, Q6). When the three conditions are satisfied, it is determined whether or not the backlight is OFF (Q7). When the backlight is OFF, that is, when the vehicle is moving forward, the switching means 13 establishes the second transmission system 11. And the drive source 9 is normally rotated (Q
8) When the backlight is ON, that is, when the vehicle is moving backward, the switching means 13 establishes the second transmission system 11 and the drive source 9
Is reversed (Q9).
【0025】ここで、第2伝動系11を確立すると、差
動装置8の左右のサイドギア8b,8cが互に同一の第
1のギア比r1で左右の後輪5L,5Rに連結されるこ
とになり、駆動源9により差動装置8のデフケース8a
が正転又は逆転されると、左右の後輪5L,5Rに左右
のサイドギア8b,8cを介して等分に駆動力が伝達さ
れ、前進又は後進の発進アシストが行われる。Here, when the second transmission system 11 is established, the left and right side gears 8b and 8c of the differential device 8 are connected to the left and right rear wheels 5L and 5R at the same first gear ratio r1. And the drive source 9 causes the differential case 8a of the differential device 8 to
Is normally or reversely rotated, the driving force is equally transmitted to the left and right rear wheels 5L and 5R through the left and right side gears 8b and 8c, and the forward or backward starting assist is performed.
【0026】システムに異常が有ったときや、発進アシ
ストが不要なとき、即ち、△V≦△VSのときや、Vr
≧VrSのときや、ブレーキランプがONのときや、サ
イドブレーキスイッチがONのときは、切換手段13で
第3伝動系12を確立すると共に駆動源9を停止する
(Q10)。When there is an abnormality in the system or when starting assistance is unnecessary, that is, when ΔV ≦ ΔVS, or Vr
When ≧ VrS, when the brake lamp is ON, or when the side brake switch is ON, the switching means 13 establishes the third transmission system 12 and stops the drive source 9 (Q10).
【0027】発進後、切換手段13は、第3伝動系12
を確立する状態に維持されるが、駆動源9は旋回制御に
際して正逆転される。即ち、左旋回時に駆動源9を正転
し、右旋回時に駆動源9を逆転する。ここで、第3伝動
系12の確立状態では、左側のサイドギア8bが右側の
サイドギア8aとは反対方向に回転することになり、前
進走行時に左右の後輪5L,5Rが等速度で回転してい
ると、左側のサイドギア8bが右側のサイドギア8cの
正転速度に等しい速度で逆転し、ピニオン8dが定位置
で自転するためデフケース8aは回転しない。この状態
において駆動源9の正転でデフケース8aを正転させる
と、ピニオン8dを介して右側のサイドギア8cが左側
のサイドギア8bよりも高速で正転されるようになり、
また、駆動源9の逆転でデフケース8aを逆転させる
と、ピニオン8dを介して左側のサイドギア8bが右側
のサイドギア8cよりも高速で逆転されるようになる。
かくて、左旋回時に駆動源9を正転すれば、右後輪5R
が積極的に増速されて、左右の後輪5L,5R間の差回
転を生じ、その結果、外輪たる右後輪5Rに駆動力、内
輪たる左後輪5Lに制動力が加わって左旋回方向へのヨ
ーモーメントが発生し、左旋回性能が向上する。右旋回
時に駆動源9を逆転すれば、外輪たる左後輪5Lが積極
的に増速されることになり、右旋回性能が向上する。After starting, the switching means 13 is operated by the third transmission system 12
However, the drive source 9 is normally and reversely rotated during the turning control. That is, the drive source 9 is normally rotated when turning left and the drive source 9 is reversed when turning right. Here, in the established state of the third transmission system 12, the left side gear 8b rotates in the opposite direction to the right side gear 8a, and the left and right rear wheels 5L, 5R rotate at a constant speed during forward traveling. Then, the left side gear 8b reversely rotates at a speed equal to the normal rotation speed of the right side gear 8c, and the pinion 8d rotates at a fixed position, so that the differential case 8a does not rotate. When the differential case 8a is normally rotated by the normal rotation of the drive source 9 in this state, the right side gear 8c is normally rotated at a higher speed than the left side gear 8b through the pinion 8d.
When the diff case 8a is reversed by the reverse rotation of the drive source 9, the left side gear 8b is reversed at a higher speed than the right side gear 8c via the pinion 8d.
Thus, if the drive source 9 is normally rotated when turning left, the right rear wheel 5R
Is positively accelerated to cause a differential rotation between the left and right rear wheels 5L and 5R, and as a result, the driving force is applied to the right rear wheel 5R, which is the outer wheel, and the braking force is applied to the left rear wheel 5L, which is the inner wheel, to make a left turn. A yaw moment in the direction is generated, and the left turning performance is improved. If the drive source 9 is reversed during right turn, the left rear wheel 5L, which is the outer wheel, is positively accelerated, and the right turn performance is improved.
【0028】尚、旋回制御に際しては、車速と舵角とか
ら車両の目標旋回半径を演算し、左右の後輪5L,5R
間の差回転の値がこの目標旋回半径に適合する値になる
ように駆動源9を制御する。In turning control, the target turning radius of the vehicle is calculated from the vehicle speed and the steering angle, and the left and right rear wheels 5L, 5R are calculated.
The drive source 9 is controlled so that the value of the differential rotation between them becomes a value that matches this target turning radius.
【0029】差動制限制御は、直進走行時や高速旋回時
に、駆動源9を回生ブレーキ回路の閉成で制動すること
により行なう。これによれば、デフケース8aの回転が
規制されて、左右のサイドギア8b,8cがピニオン8
dを介して互に反対方向に等速度で回転されるようにな
り、かくて、左右の後輪5L,5R間の差回転が駆動源
9の制動力によって制限される。その結果、外乱等によ
り車両にヨーモーメントが加わったときに、これに抵抗
するモーメントが発生し、直進安定性や高速旋回安定性
が向上する。The differential limiting control is performed by braking the drive source 9 by closing the regenerative braking circuit during straight traveling or high speed turning. According to this, the rotation of the differential case 8a is restricted, and the left and right side gears 8b and 8c are locked by the pinion 8.
Thus, they are rotated at the same speed in opposite directions via d, and thus the differential rotation between the left and right rear wheels 5L, 5R is limited by the braking force of the drive source 9. As a result, when a yaw moment is applied to the vehicle due to a disturbance or the like, a moment that resists the yaw moment is generated, and straight running stability and high-speed turning stability are improved.
【0030】ところで、左右の後輪5L,5R間の差回
転を生ずると、デフケース8aが差回転に応じた速度で
回転して駆動源9が逆駆動される。そのため、ブレーキ
ング時に片輪がロックする等して左右の後輪5L,5R
間に過大な差回転が発生すると、駆動源9が過回転して
耐久性に悪影響が及ぶ。When differential rotation occurs between the left and right rear wheels 5L and 5R, the differential case 8a rotates at a speed corresponding to the differential rotation, and the drive source 9 is driven in reverse. Therefore, when braking, one wheel is locked and the left and right rear wheels 5L, 5R
If an excessive differential rotation occurs in the meantime, the drive source 9 excessively rotates and the durability is adversely affected.
【0031】そこで、図5に示すものでは、左右の後輪
5L,5R間、例えば差動装置8と第1伝動系10との
間にクラッチ手段21を介設し、左右の後輪5L,5R
間の差回転が所定値以上になったとき、クラッチ手段2
1をOFFして差動装置8と第1伝動系10との間の連
結を解除するようにした。これによれば、左右の後輪後
輪5L,5R間の差回転による駆動源9の逆駆動を生じ
なくなり、過大な差回転による駆動源9の過回転が防止
されて、駆動源9の耐久性が向上する。Therefore, in the structure shown in FIG. 5, a clutch means 21 is provided between the left and right rear wheels 5L and 5R, for example, between the differential 8 and the first transmission system 10, and the left and right rear wheels 5L and 5L are connected. 5R
When the differential rotation between the two exceeds a predetermined value, the clutch means 2
1 is turned off to disconnect the connection between the differential device 8 and the first transmission system 10. According to this, the reverse drive of the drive source 9 due to the differential rotation between the left and right rear wheels 5L and 5R is prevented, the over rotation of the drive source 9 due to the excessive differential rotation is prevented, and the durability of the drive source 9 is prevented. The property is improved.
【0032】クラッチ手段21は、差動装置8のサイド
ギア8cに連結される固定ドグ部材21aと、第1伝動
系10のドライブギア10aに回り止めして軸方向に進
退自在に設けた可動ドグ部材21bとから成るドグクラ
ッチで構成されており、可動ドグ部材21bをコントロ
ーラ14により制御されるソレノイド21cにより固定
ドグ部材21aに係脱して、クラッチ手段21をON,
OFFする。The clutch means 21 is a fixed dog member 21a connected to the side gear 8c of the differential device 8 and a movable dog member provided so as not to rotate around the drive gear 10a of the first transmission system 10 so as to be movable back and forth in the axial direction. 21b, the movable dog member 21b is disengaged from the fixed dog member 21a by the solenoid 21c controlled by the controller 14, and the clutch means 21 is turned on,
Turn off.
【0033】コントローラ14は、図6に示す如く、上
記と同様に発進アシスト制御や旋回制御や差動制限制御
を行う共に(S2,S3)、左右の後輪5L,5R間の
差回転が所定値以上になったか否かを判別し(S4)、
差回転が所定値未満のときはクラッチ手段21をONし
(S5)、差回転が所定値以上になったときクラッチ手
段21をOFFする(S6)。As shown in FIG. 6, the controller 14 performs the start assist control, the turning control, and the differential limiting control as described above (S2, S3), and the differential rotation between the left and right rear wheels 5L, 5R is predetermined. It is determined whether the value is equal to or more than the value (S4),
When the differential rotation speed is less than the predetermined value, the clutch means 21 is turned on (S5), and when the differential rotation speed is higher than the predetermined value, the clutch means 21 is turned off (S6).
【0034】尚、クラッチ手段21として電磁クラッチ
や油圧クラッチを用いても良い。また、クラッチ手段2
1を、図7に示す如く、差動装置8と駆動源9との間、
例えば、駆動源9の出力軸9a上に設けても良い。この
場合、クラッチ手段21を上記のものと同様にコントロ
ーラ14によって、ON,OFFされるものとしても良
いが、通常走行時、駆動源9は左右の後輪5L,5R間
の差回転を生じないと逆駆動されないから、クラッチ手
段21を常時はONする遠心クラッチで構成し、左右の
後輪5L,5R間の過大な差回転で駆動源9が所定速度
以上で逆駆動されたときにクラッチ手段21がOFFさ
れるようにしても良い。An electromagnetic clutch or a hydraulic clutch may be used as the clutch means 21. Also, the clutch means 2
1 between the differential device 8 and the drive source 9 as shown in FIG.
For example, it may be provided on the output shaft 9a of the drive source 9. In this case, the clutch means 21 may be turned on / off by the controller 14 as in the above case, but during normal traveling, the drive source 9 does not cause a differential rotation between the left and right rear wheels 5L, 5R. Therefore, the clutch means 21 is constituted by a centrifugal clutch that is normally turned on, and when the drive source 9 is reversely driven at a predetermined speed or more due to an excessive differential rotation between the left and right rear wheels 5L and 5R. 21 may be turned off.
【0035】また、切換手段13を第2と第3の両伝動
系11,12の何れをも確立しない中立状態に切換自在
とし、左右の後輪5L,5R間の差回転が所定値以上に
なったときに切換手段13を中立状態に切換えるように
しても、駆動源9の過回転を防止できる。これによれ
ば、クラッチ手段21が不要となり、構造の簡素化を図
れる。Further, the switching means 13 can be freely switched to a neutral state in which neither the second transmission system 11 nor the third transmission system 12 is established, and the differential rotation between the left and right rear wheels 5L, 5R becomes a predetermined value or more. Even if the switching means 13 is switched to the neutral state when it becomes, overdrive of the drive source 9 can be prevented. According to this, the clutch means 21 becomes unnecessary and the structure can be simplified.
【0036】図8は更に別の実施形態を示し、このもの
では第1と第2の1対の差動装置81,82を設けてお
り、第1差動装置81の左右のサイドギア8b,8cを
夫々左右の後輪5L,5Rに互に同一の第1のギア比で
連結すると共に、第2差動装置82の一方のサイドギ
ア、例えば、右側のサイドギア8cを第2のギア比で右
後輪5Rに連結し、第2差動装置82の左側のサイドギ
ア8bを第2のギア比とは方向が反対で絶対値が等しい
第3のギア比で左後輪5Lに連結している。FIG. 8 shows still another embodiment, in which a first and second pair of differential gears 8 1 and 8 2 are provided, and the left and right side gears of the first differential gear 8 1 are provided. 8b and 8c are respectively connected to the left and right rear wheels 5L and 5R at the same first gear ratio, and one side gear of the second differential device 8 2 , for example, the right side gear 8c is connected to the second gear. Connected to the right rear wheel 5R, and the left side gear 8b of the second differential device 8 2 to the left rear wheel 5L at a third gear ratio whose direction is opposite to the second gear ratio and whose absolute value is equal. are doing.
【0037】尚、図示例では、第1差動装置81の左右
の各サイドギア8b,8cは、各後輪5L,5R用の連
結軸6L,6Rの等速ジョイントに直結されており、上
記第1のギア比は「1」になる。また、第2差動装置8
2の右側のサイドギア8cは、ドライブギア22aとド
リブンギア22bとから成るギア列22を介して右後輪
5R用の連結軸6Rの等速ジョイント6aに連結されて
おり、上記第2のギア比はドライブギア22aとドリブ
ンギア22bのギア比に等しい。第2差動装置82の左
側のサイドギア8bは、ドライブギア23aと中間のア
イドルギア23bとドリブンギア23cとから成るギア
列23を介して左後輪5L用の連結軸6Lの等速ジョイ
ント6aに連結されており、ドライブギア23aとドリ
ブンギア23cのギア比をドライブギア22aとドリブ
ンギア22bのギア比に等しくしている。In the illustrated example, the left and right side gears 8b, 8c of the first differential device 8 1 are directly connected to the constant velocity joints of the connecting shafts 6L, 6R for the rear wheels 5L, 5R, respectively. The first gear ratio becomes "1". In addition, the second differential device 8
The side gear 8c on the right side of 2 is connected to the constant velocity joint 6a of the connecting shaft 6R for the right rear wheel 5R via a gear train 22 including a drive gear 22a and a driven gear 22b. Is equal to the gear ratio of the drive gear 22a and the driven gear 22b. The left side gear 8b of the second differential device 8 2 has a constant velocity joint 6a of the connecting shaft 6L for the left rear wheel 5L via a gear train 23 including a drive gear 23a, an intermediate idle gear 23b, and a driven gear 23c. The gear ratio of the drive gear 23a and the driven gear 23c is made equal to the gear ratio of the drive gear 22a and the driven gear 22b.
【0038】駆動源9の出力側には切換手段24が設け
られている。切換手段24は、駆動源9の出力軸9a上
に設けた、第1差動装置81のデフケース8aに固定の
リングギア8eに噛合するドグギア24aと、第2差動
装置82のデフケース8aに固定のリングギア8eに噛
合するドグギア24bと、両ドグギア24a,24bに
選択的に係合する軸方向に移動自在なドグ部材24cと
を有するドグクラッチで構成されており、コントローラ
14で制御されるソレノイド24dによりドグ部材24
cを移動して、駆動源9を第1と第2の各差動装置
81,82のデフケース8aに選択的に連結し得るように
している。A switching means 24 is provided on the output side of the drive source 9. The switching means 24 includes a dog gear 24a provided on the output shaft 9a of the drive source 9 and meshing with a ring gear 8e fixed to the differential case 8a of the first differential gear 8 1 and the differential case 8a of the second differential gear 8 2 . It is constituted by a dog clutch having a dog gear 24b that meshes with a fixed ring gear 8e and an axially movable dog member 24c that selectively engages with the dog gears 24a and 24b, and is controlled by the controller 14. The dog member 24 by the solenoid 24d
By moving c, the drive source 9 can be selectively connected to the differential case 8a of each of the first and second differential devices 8 1 and 8 2 .
【0039】そして、コントローラ14によりソレノイ
ド24dを制御して、発進アシスト制御に際しては、駆
動源9を第1差動装置81のデフケース8aに連結し、
発進後は駆動源9を第2差動装置82のデフケース8a
に連結する。駆動源9を第1差動装置81のデフケース
8aに連結すると、上記実施形態における第2伝動系1
1の確立時と同様の状態になり、駆動源9を正転又は逆
転することにより、第1差動装置81を介して左右の後
輪5L,5Rに等分に駆動力が伝達され、前進又は後進
での発進アシストが行われる。The controller 14 controls the solenoid 24d to connect the drive source 9 to the differential case 8a of the first differential device 8 1 for starting assist control.
After starting, the drive source 9 is set to the differential case 8a of the second differential device 8 2 .
Connect to When the drive source 9 is connected to the differential case 8a of the first differential device 8 1 , the second transmission system 1 in the above-described embodiment will be described.
In the same state as when 1 is established, the drive source 9 is normally or reversely rotated, so that the driving force is equally transmitted to the left and right rear wheels 5L and 5R via the first differential device 8 1 . Start assistance is performed in forward or reverse.
【0040】駆動源9を第2差動装置82のデフケース
8aに連結すると、上記実施形態における第3伝動系1
2の確立時と同様の状態になり、左方旋回時に駆動源9
を正転し、右方旋回時に駆動源9を逆転することによ
り、外輪となる後輪を増速して旋回性能を向上させるこ
とができ、また、直進走行時や高速旋回時に駆動源9を
制動することにより、左右の後輪5L,5Rの差動を制
限して、直進安定性や高速旋回安定性を向上させること
ができる。When the drive source 9 is connected to the differential case 8a of the second differential device 8 2 , the third transmission system 1 in the above-described embodiment will be described.
2 becomes the same state as when it was established, and the drive source 9
By rotating the drive source 9 in the forward direction and rotating the drive source 9 in the reverse direction when turning to the right, the rear wheel, which is the outer wheel, can be accelerated to improve the turning performance. By braking, it is possible to limit the differential between the left and right rear wheels 5L and 5R, and improve straight running stability and high-speed turning stability.
【0041】尚、左右の後輪5L,5R間に、図9に示
す如く、上記と同様のクラッチ手段21を介設し、左右
の後輪5L,5R間の差回転が所定値以上になったとき
にクラッチ手段21をOFFすれば、過大な差回転によ
る駆動源9の過回転を防止できる。また、駆動源9の出
力軸9a上に遠心クラッチ等のクラッチ手段を設け、差
回転が所定値以上になったときにクラッチ手段をOFF
して、両差動装置81,82と駆動源9間の連結を解除す
るようにしても、過大な差回転による駆動源9の過回転
を防止できる。更に、切換手段24を、第2差動装置8
1のデフケース8aと第2差動装置82のデフケース8a
との何れにも駆動源9を連結しない中立状態に切換自在
とすれば、クラッチ手段21を設けなくても、差回転が
所定値以上になったときに切換手段24を中立状態に切
換えることにより、過大な差回転による駆動源9の過回
転を防止できる。As shown in FIG. 9, the same clutch means 21 as described above is provided between the left and right rear wheels 5L and 5R so that the differential rotation between the left and right rear wheels 5L and 5R becomes a predetermined value or more. If the clutch means 21 is turned off at the time, the excessive rotation of the drive source 9 due to the excessive differential rotation can be prevented. Further, a clutch means such as a centrifugal clutch is provided on the output shaft 9a of the drive source 9, and the clutch means is turned off when the differential rotation exceeds a predetermined value.
Then, even if the connection between both the differential devices 8 1 and 8 2 and the drive source 9 is released, it is possible to prevent the drive source 9 from over-rotating due to an excessive differential rotation. Further, the switching means 24 is connected to the second differential device 8
The differential case 8a of 1 and the differential case 8a of the second differential device 8 2
If the drive source 9 is not connected to any of the above and the neutral state can be switched, the switching means 24 can be switched to the neutral state when the differential rotation becomes a predetermined value or more without providing the clutch means 21. Therefore, it is possible to prevent the drive source 9 from over-rotating due to excessive differential rotation.
【0042】以上、前輪駆動車両の後輪間の連結装置に
本発明を適用した実施形態について説明したが、後輪駆
動車両の前輪間の連結装置にも同様に本発明を適用でき
る。Although the embodiment in which the present invention is applied to the connecting device between the rear wheels of the front-wheel drive vehicle has been described above, the present invention can be similarly applied to the connecting device between the front wheels of the rear-wheel drive vehicle.
【図1】 本発明装置の使用例を示す図FIG. 1 is a diagram showing an example of use of the apparatus of the present invention.
【図2】 本発明装置の第1実施形態を示すスケルトン
図FIG. 2 is a skeleton diagram showing the first embodiment of the device of the present invention.
【図3】 第1実施形態の制御プログラムを示すフロー
チャートFIG. 3 is a flowchart showing a control program of the first embodiment.
【図4】 発進アシスト制御用のサブルーチンを示すフ
ローチャートFIG. 4 is a flowchart showing a subroutine for start assist control.
【図5】 本発明装置の第2実施形態を示すスケルトン
図FIG. 5 is a skeleton diagram showing a second embodiment of the device of the present invention.
【図6】 第2実施形態の制御プログラムを示すフロー
チャート図FIG. 6 is a flowchart showing a control program of the second embodiment.
【図7】 本発明装置の第3実施形態を示すスケルトン
図FIG. 7 is a skeleton diagram showing a third embodiment of the device of the present invention.
【図8】 本発明装置の第4実施形態を示すスケルトン
図FIG. 8 is a skeleton diagram showing a fourth embodiment of the device of the present invention.
【図9】 本発明装置の第5実施形態を示すスケルトン
図FIG. 9 is a skeleton diagram showing a fifth embodiment of the device of the present invention.
5L,5R 後輪(左右の車輪) 7 連結装
置 8,81,82 差動装置 8a デフ
ギア(第1回転要素) 8b,8c サイドギア(第2と第3の回転要素) 9 駆動源 10 第1伝動系 11 第2伝動系 12 第3伝動系 13,24 切換手段 21 クラッ
チ手段5L, 5R rear wheels (right and left wheels) 7 coupling device 8, 8 1 , 8 2 differential device 8a differential gear (first rotating element) 8b, 8c side gear (second and third rotating element) 9 drive source 10th 1 Transmission system 11 2nd transmission system 12 3rd transmission system 13,24 Switching means 21 Clutch means
───────────────────────────────────────────────────── フロントページの続き (72)発明者 橋詰 勇 埼玉県和光市中央1丁目4番1号 株式会 社本田技術研究所内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Isamu Hashizume 1-4-1 Chuo, Wako, Saitama Prefecture
Claims (8)
置であって、第1回転要素と第1回転要素に対し一方が
正転するときに他方が逆転する第2と第3の回転要素と
を有する差動装置と、差動装置の第1回転要素に連結さ
れる駆動源と、差動装置の第2回転要素を左右の車輪の
うちの一方に連結する第1伝動系と、差動装置の第3回
転要素を左右の車輪のうちの他方に連結する、切換手段
を介して選択的に確立される第2と第3の1対の伝動系
とを備え、第1伝動系と第2伝動系とのギア比を互に同
一の第1のギア比に設定し、第3伝動系のギア比を第1
のギア比とは異なる第2のギア比に設定することを特徴
とする車両の左右輪間の連結装置。1. A coupling device provided between left and right wheels of a vehicle, wherein a first rotating element and second and third rotating elements in which one rotates in the forward direction when the other rotates in the normal direction with respect to the first rotating element. And a drive source connected to the first rotating element of the differential device, and a first transmission system connecting the second rotating element of the differential device to one of the left and right wheels. And a pair of third and third transmission systems that are selectively established via the switching means and that connect the third rotating element of the moving device to the other of the left and right wheels. The gear ratios of the second transmission system are set to the same first gear ratio, and the gear ratio of the third transmission system is set to the first gear ratio.
And a second gear ratio different from the above gear ratio.
反対で絶対値が等しいことを特徴とする請求項1に記載
の車両の左右輪間の連結装置。2. The connecting device between the left and right wheels of a vehicle according to claim 1, wherein the second gear ratio is opposite in direction to the first gear ratio and has the same absolute value.
ったときに左右の車輪間の連結又は差動装置と駆動源と
の間の連結を解除するクラッチ手段を設けることを特徴
とする請求項1又は2に記載の車両の左右輪間の連結装
置。3. A clutch means for releasing the connection between the left and right wheels or the connection between the differential device and the drive source when the differential rotation between the left and right wheels exceeds a predetermined value. The connecting device between the left and right wheels of the vehicle according to claim 1 or 2.
れをも確立しない中立状態に切換自在とし、左右の車輪
間の差回転が所定値以上になったときに切り換手段を中
立状態に切換えることを特徴とする請求項1又は2に記
載の車両の左右輪間の連結装置。4. The switching means is freely switchable to a neutral state in which neither the second transmission system nor the third transmission system is established, and the switching means is provided when the differential rotation between the left and right wheels exceeds a predetermined value. The connecting device between the left and right wheels of the vehicle according to claim 1 or 2, wherein the switch is switched to a neutral state.
置であって、第1回転要素と第1回転要素に対し一方が
正転するときに他方が逆転する第2と第3の回転要素と
を有する第1と第2の1対の差動装置と、第1差動装置
の第1回転要素と第2差動装置の第1回転要素とに切換
手段を介して選択的に連結される駆動源とを備え、第1
差動装置の第2回転要素と第3回転要素とを左右の車輪
のうちの一方と他方とに互に同一の第1のギア比で連結
すると共に、第2差動装置の第2回転要素を左右の車輪
のうちの一方に第2のギア比で連結し、第2差動装置の
第3回転要素を左右の車輪のうちの他方に第2のギア比
とは異なる第3のギア比で連結することを特徴とする車
両の左右輪間の連結装置。5. A coupling device provided between left and right wheels of a vehicle, wherein a first rotating element and second and third rotating elements in which one rotates in the forward direction and the other rotates in the reverse direction. And a pair of first and second differentials having a first differential element and a first rotary element of the first differential and a first rotary element of the second differential, and selectively coupled via switching means. With a drive source for
The second rotating element and the third rotating element of the differential device are connected to one and the other of the left and right wheels at the same first gear ratio, and the second rotating element of the second differential device is also provided. Is connected to one of the left and right wheels at a second gear ratio, and the third rotating element of the second differential device is connected to the other of the left and right wheels at a third gear ratio different from the second gear ratio. A connecting device between left and right wheels of a vehicle, characterized by being connected by.
反対で絶対値が等しいことを特徴とする請求項5に記載
の車両の左右輪間の連結装置。6. The connecting device between the left and right wheels of a vehicle according to claim 5, wherein the third gear ratio is opposite in direction to the second gear ratio and has the same absolute value.
ったときに左右の車輪間の連結又は両差動装置と駆動源
との間の連結装置を解除するクラッチ手段を設けること
を特徴とする請求項5又は6に記載の車両の左右輪間の
連結装置。7. A clutch means for releasing the connection between the left and right wheels or the connection between the differential device and the drive source when the differential rotation between the left and right wheels exceeds a predetermined value. The connecting device between the left and right wheels of the vehicle according to claim 5 or 6, characterized in that.
要素と他方の差動装置の第1回転要素との何れにも駆動
源を連結しない中立状態に切換自在とし、左右の車輪間
の差回転が所定値以上になったときに切換手段を中立状
態に切換えることを特徴とする請求項5又は6に記載の
車両の左右輪間の連結装置。8. The left and right wheels can be switched to a neutral state in which a drive source is not connected to either the first rotating element of one differential device or the first rotating element of the other differential device. The connecting device between the left and right wheels of a vehicle according to claim 5 or 6, wherein the switching means is switched to a neutral state when the differential rotation between the two exceeds a predetermined value.
Priority Applications (11)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP23284395A JP3599847B2 (en) | 1995-09-11 | 1995-09-11 | Connecting device between left and right wheels of vehicle |
CA002204872A CA2204872C (en) | 1995-09-11 | 1996-08-09 | Coupling device between left and right wheels of a vehicle |
CA002484823A CA2484823C (en) | 1995-09-11 | 1996-08-09 | Coupling device between left and right wheels of vehicle |
US08/836,412 US6024182A (en) | 1995-09-11 | 1996-08-09 | Coupling device between left and right wheels of vehicle |
PCT/JP1996/002259 WO1997010114A1 (en) | 1995-09-11 | 1996-08-09 | Coupling device between right and left wheels of a vehicle |
DE19680744T DE19680744B4 (en) | 1995-09-11 | 1996-08-09 | Coupling device interposed between right and left wheels of vehicle - has differential gear having rotating elements which generate differential rotation between right and left wheels which is limited by differential limit control |
CA002484819A CA2484819C (en) | 1995-09-11 | 1996-08-09 | Coupling device between left and right wheels of vehicle |
KR1019970702496A KR100418730B1 (en) | 1995-09-11 | 1996-08-09 | Connecting device between left and right wheel of vehicle |
GB9706214A GB2308344B (en) | 1995-09-11 | 1996-08-09 | Coupling device between left and right wheels of a vehicle |
US09/441,232 US6105704A (en) | 1995-09-11 | 1999-11-16 | Coupling device between left and right wheels of vehicle |
US09/614,458 US6325736B1 (en) | 1995-09-11 | 2000-07-12 | Coupling device between left and right wheels of vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP23284395A JP3599847B2 (en) | 1995-09-11 | 1995-09-11 | Connecting device between left and right wheels of vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH0979347A true JPH0979347A (en) | 1997-03-25 |
JP3599847B2 JP3599847B2 (en) | 2004-12-08 |
Family
ID=16945678
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP23284395A Expired - Lifetime JP3599847B2 (en) | 1995-09-11 | 1995-09-11 | Connecting device between left and right wheels of vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3599847B2 (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11240351A (en) * | 1998-02-24 | 1999-09-07 | Honda Motor Co Ltd | Vehicular starting assist device |
JP2005263208A (en) * | 2005-03-14 | 2005-09-29 | Toyoda Mach Works Ltd | Vehicle drive device |
JP2006057745A (en) * | 2004-08-20 | 2006-03-02 | Toyoda Mach Works Ltd | Differential |
JP2009274618A (en) * | 2008-05-15 | 2009-11-26 | Honda Motor Co Ltd | Power unit for vehicle |
JP2017141955A (en) * | 2016-01-08 | 2017-08-17 | デーナ、オータモウティヴ、システィムズ、グループ、エルエルシー | Drive unit for shifting torque balance |
JP2018112221A (en) * | 2017-01-10 | 2018-07-19 | 本田技研工業株式会社 | Power device |
JP2019044866A (en) * | 2017-09-01 | 2019-03-22 | 三菱自動車工業株式会社 | Drive power adjusting device |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
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MY177243A (en) | 2013-12-16 | 2020-09-10 | Honda Motor Co Ltd | Drive apparatus |
-
1995
- 1995-09-11 JP JP23284395A patent/JP3599847B2/en not_active Expired - Lifetime
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11240351A (en) * | 1998-02-24 | 1999-09-07 | Honda Motor Co Ltd | Vehicular starting assist device |
JP2006057745A (en) * | 2004-08-20 | 2006-03-02 | Toyoda Mach Works Ltd | Differential |
JP2005263208A (en) * | 2005-03-14 | 2005-09-29 | Toyoda Mach Works Ltd | Vehicle drive device |
JP2009274618A (en) * | 2008-05-15 | 2009-11-26 | Honda Motor Co Ltd | Power unit for vehicle |
JP2017141955A (en) * | 2016-01-08 | 2017-08-17 | デーナ、オータモウティヴ、システィムズ、グループ、エルエルシー | Drive unit for shifting torque balance |
US10113630B2 (en) | 2016-01-08 | 2018-10-30 | Dana Automotive Systems Group, Llc | Drive unit for shifting a torque balance |
US10520071B2 (en) | 2016-01-08 | 2019-12-31 | Dana Automotive Systems Group, Llc | Drive unit for shifting a torque balance |
JP2018112221A (en) * | 2017-01-10 | 2018-07-19 | 本田技研工業株式会社 | Power device |
JP2019044866A (en) * | 2017-09-01 | 2019-03-22 | 三菱自動車工業株式会社 | Drive power adjusting device |
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