JPH0979348A - Coupling device between right and left wheels of vehicle - Google Patents

Coupling device between right and left wheels of vehicle

Info

Publication number
JPH0979348A
JPH0979348A JP23284495A JP23284495A JPH0979348A JP H0979348 A JPH0979348 A JP H0979348A JP 23284495 A JP23284495 A JP 23284495A JP 23284495 A JP23284495 A JP 23284495A JP H0979348 A JPH0979348 A JP H0979348A
Authority
JP
Japan
Prior art keywords
differential
rotation
right wheels
wheels
vehicle
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
Application number
JP23284495A
Other languages
Japanese (ja)
Other versions
JP3138799B2 (en
Inventor
Tetsuo Hamada
哲郎 浜田
Kentaro Arai
健太郎 新井
Yoshihiro Kanamaru
善博 金丸
Isamu Hashizume
勇 橋詰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to JP23284495A priority Critical patent/JP3138799B2/en
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to CA002484823A priority patent/CA2484823C/en
Priority to CA002204872A priority patent/CA2204872C/en
Priority to PCT/JP1996/002259 priority patent/WO1997010114A1/en
Priority to CA002484819A priority patent/CA2484819C/en
Priority to DE19680744T priority patent/DE19680744B4/en
Priority to KR1019970702496A priority patent/KR100418730B1/en
Priority to US08/836,412 priority patent/US6024182A/en
Priority to GB9706214A priority patent/GB2308344B/en
Publication of JPH0979348A publication Critical patent/JPH0979348A/en
Priority to US09/441,232 priority patent/US6105704A/en
Priority to US09/614,458 priority patent/US6325736B1/en
Application granted granted Critical
Publication of JP3138799B2 publication Critical patent/JP3138799B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • 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

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Motor Power Transmission Devices (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Retarders (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a device to perform starting assist control, rotation control to improve rotation performance through positively producing differential rotation between right and left wheels, and differential limit control to regulate differential rotation between the right and left wheels. SOLUTION: A coupling device between the right and left wheels of a vehicle comprises a pair of differential gears 8L and 8R having three rotation elements of first, second, and third rotation elements 8a, 8d, and 8b; a pair of drive sources 9L and 9R coupled to the respective first rotation elements 8a and 8a. The second rotation elements 8d and 8d of the two differential gears are coupled to respective right and left wheels 5R and 5L and the third rotation elements 8b and 8b of the two differential gears are intercoupled, and a brake means 14 is provided to constrain rotation of the third rotation element.

Description

【発明の詳細な説明】Detailed Description of the Invention

【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、
本発明は、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と第２と第３の回転要素を有する１対の差
動装置と、両差動装置の第１回転要素に夫々連結される
１対の駆動源とを備え、両差動装置の第２回転要素を夫
々左右の車輪に連結すると共に、両差動装置の第３回転
要素同士を連結し、該第３回転要素の回転を拘束可能な
ブレーキ手段を設けることを特徴とする。[Means for Solving the Problems] In order to solve the above problems,
The present invention relates to a coupling device provided between left and right wheels of a vehicle, including a pair of differential devices having first, second, and third rotary elements, and a first rotary element of both differential devices. A pair of drive sources respectively connected to each other, the second rotating elements of both differentials are connected to the left and right wheels, respectively, and the third rotating elements of both differentials are connected to each other to form the third rotation. It is characterized in that a braking means capable of restraining the rotation of the element is provided.

【０００５】車両の発進時は、ブレーキ手段を作動させ
ると共に両駆動源を共に正転又は逆転させるもので、こ
れによれば、両差動装置の第３回転要素が反力受けとし
て機能し、両駆動源の駆動力が両差動装置の第１回転要
素を介して第２回転要素に伝達され、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
われる。At the time of starting the vehicle, the braking means is operated and both drive sources are rotated in the forward or reverse direction, whereby the third rotating element of both differential devices functions as a reaction force receiver. The driving force of both drive sources is transmitted to the second rotary element via the first rotary element of both differential devices, and the left and right wheels are both normally or reversely rotated to perform forward or reverse start assist.

【０００６】発進後は、ブレーキ手段を解除すると共に
両駆動源を停止するもので、この場合両駆動源を制動し
ておけば、両差動装置の第１回転要素が反力受けとして
機能し、左右の車輪が両差動装置の第２回転要素と第３
回転要素とを介して直結される状態になり、左右の車輪
の差回転が抑制されて、直進安定性が向上する。After starting, the brake means is released and both drive sources are stopped. In this case, if both drive sources are braked, the first rotating element of both differential devices functions as a reaction force receiver. , The left and right wheels are the second rotating element and the third
It becomes a state of being directly connected via the rotating element, the differential rotation of the left and right wheels is suppressed, and the straight running stability is improved.

【０００７】また、旋回時は、外輪となる車輪側の差動
装置に連結される駆動源を正転させ、内輪となる車輪側
の差動装置に連結される駆動源を逆転させるもので、こ
れによれば外輪が増速されると共に内輪が減速され、旋
回性能が向上する。During turning, the drive source connected to the wheel-side differential gear, which is the outer wheel, is normally rotated, and the drive source connected to the wheel-side differential gear, which is the inner wheel, is reversely rotated. According to this, the outer wheel is accelerated and the inner wheel is decelerated, so that the turning performance is improved.

【０００８】このように、本発明によれば、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な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が得られる。
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, by the organic combination of the differential device and the drive source, the start assist control, the turning control, and the differential limiting control can be performed, which is compact and inexpensive. A coupling device can be obtained. In particular, the differential gear is used to extract the differential rotation between the left and right wheels, so the number of rotations required for turning control and differential limiting control is reduced, and sufficient deceleration is performed even if the output torque of the drive source is small. Thus, 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.

【０００９】尚、旋回時に前後輪間の回転速度差を生じ
ないよう、外輪の増速量と内輪の減速量とを等しくして
内外輪の平均速度を一定にすることが望まれ、この場
合、両差動装置の各回転要素同士の諸元を同一にしてお
けば、一方の駆動源と他方の駆動源とを等速度で正転及
び逆転させるだけで外輪の増速量と内輪の減速量とを等
しくでき、駆動源の制御が容易になる利点がある。In order to prevent a difference in rotational speed between the front and rear wheels during turning, it is desirable to equalize the speed increase amount of the outer wheel and the deceleration amount of the inner wheel to keep the average speed of the inner and outer wheels constant. , If the specifications of the rotating elements of both differentials are the same, the amount of acceleration of the outer wheel and the deceleration of the inner wheel can be increased by simply rotating the drive source on one side and the drive source on the other side at the same speed. There is an advantage that the amount can be made equal and the control of the drive source becomes easy.

【００１０】また、各差動装置をデフケースに傘歯車か
ら成る１対のサイドギアと両サイドギアに噛合するピニ
オンとを軸支して成る傘歯車式差動装置で構成し、上記
第１と第２と第３の回転要素として夫々デフケース、一
方のサイドギア、他方のサイドギアを用いることも考え
られる。然し、このものでは、ブレーキ手段により第３
回転要素たる他方のサイドギアの回転を拘束した状態で
第１回転要素たるデフケースを駆動源により回転する
と、第２回転要素たる一方のサイドギアが増速回転さ
れ、発進時に車輪に伝達される駆動トルクが低下する。
デフケースを第３回転要素、他方のサイドギアを第１回
転要素とした場合でも、第２回転要素たる一方のサイド
ギアは第１回転要素と等速回転することになり、発進ア
シストに必要な駆動トルクを得るには、駆動源として出
力トルクの比較的大きなものを用いるか、または、別に
大きな減速比の減速機を追加せざるを得なくなる。Further, each differential device is constituted by a bevel gear type differential device in which a pair of side gears composed of bevel gears and a pinion meshing with both side gears are pivotally supported in a differential case, and the first and second differential gears are provided. It is also conceivable to use a differential case, one side gear, and the other side gear as the third rotating element. However, in this one, the third means is provided by the braking means.
When the differential case, which is the first rotating element, is rotated by the drive source while the rotation of the other side gear, which is the rotating element, is restricted, the one side gear, which is the second rotating element, is rotated at an increased speed, and the drive torque transmitted to the wheels at the time of starting is increased. descend.
Even when the differential case is the third rotating element and the other side gear is the first rotating element, one side gear, which is the second rotating element, rotates at the same speed as the first rotating element, so that the drive torque required for start assist is provided. In order to obtain it, it is inevitable to use a drive source having a relatively large output torque or to add a reduction gear having a large reduction ratio.

【００１１】これに対し、各差動装置をサンギアとリン
グギアと該両ギアに噛合するプラネタリギアを支持する
キャリアとから成る遊星歯車式変速装置で構成し、第１
回転要素としてサンギア、第２回転要素としてキャリ
ア、第３回転要素としてリングギアを用いれば、ブレー
キ手段により第３回転要素たるリングギアの回転を拘束
した状態で第１回転要素たるサンギアを駆動源により回
転したとき、第２回転要素たるキャリアは所定の減速比
で減速回転されることになり、そのため、駆動源として
出力トルクの小さな小型のものを用いることができ、ま
た、減速機を追加する場合でも小さな減速比のもので良
く、有利である。On the other hand, each differential is composed of a planetary gear type transmission including a sun gear, a ring gear, and a carrier that supports a planetary gear that meshes with both gears.
When the sun gear is used as the rotating element, the carrier is used as the second rotating element, and the ring gear is used as the third rotating element, the sun gear that is the first rotating element is driven by the drive source while the rotation of the ring gear that is the third rotating element is restrained by the braking means. When rotated, the carrier, which is the second rotating element, is decelerated and rotated at a predetermined reduction ratio. Therefore, a small output torque small drive source can be used, and when a reduction gear is added. However, a small reduction ratio is sufficient, which is advantageous.

【００１２】ところで、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、
駆動源がこの差回転に応じた速度で逆駆動されることに
なり、駆動源の耐久性が悪化する。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
の連結又は少なくとも一方の差動装置と対応する一方の
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、差回転による駆動源の逆駆動が防止され、駆動源
の耐久性を向上する上で有利である。By the way, if an excessive differential rotation occurs between the left and right wheels due to one wheel locking during braking,
The drive source is reversely driven at a speed according to this differential rotation, and the durability of the drive source deteriorates. In this case, a clutch means for releasing the connection between the left and right wheels or the connection between at least one differential device and the corresponding one drive source when the differential rotation between the left and right wheels exceeds a predetermined value is provided. If provided, reverse drive of the drive source due to differential rotation is prevented, which is advantageous in improving the durability of the drive source.

【００１３】[0013]

【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.

【００１４】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 driven rear wheels 5L and 5R, respectively, and a connecting device 7 is interposed between the connecting shafts 6L and 6R. .

【００１５】連結装置７は、図２に示す如く、左右１対
の差動装置８Ｌ，８Ｒと、１対の駆動源９Ｌ，９Ｒとを
備えている。各差動装置８Ｌ，８Ｒは、サンギア８ａ
と、リンギア８ｂと、該両ギア８ａ，８ｂに噛合するプ
ラネタリギア８ｃを支持するキャリア８ｄとから成る遊
星歯車式差動装置で構成されている。そして、各差動装
置８Ｌ，８Ｒのサンギア８ａに各駆動源９Ｌ，９Ｒを夫
々減速ギア列１０Ｌ，１０Ｒを介して減速して連結する
と共に、各差動装置８Ｌ，８Ｒのキャリア８ｄを各連結
軸６Ｌ，６Ｒの等速ジョイント６ａに連結し、更に、両
差動装置８Ｌ，８Ｒのリングギア８ｂ同士を中間軸１１
を介して連結している。尚、両差動装置８Ｌ，８Ｒのサ
ンギア８ａ同士、リングギア８ｂ同士、プラネタリアギ
ア８ｃ同士、キャリア８ｄ同士の諸元は夫々同一になっ
ている。As shown in FIG. 2, the coupling device 7 includes a pair of left and right differential devices 8L and 8R and a pair of drive sources 9L and 9R. The differential devices 8L and 8R are the sun gear 8a.
And a ring gear 8b, and a carrier 8d that supports a planetary gear 8c that meshes with both gears 8a and 8b. Then, the drive sources 9L and 9R are decelerated and coupled to the sun gears 8a of the differential devices 8L and 8R via the deceleration gear trains 10L and 10R, respectively, and the carriers 8d of the differential devices 8L and 8R are coupled to each other. The constant speed joints 6a of the shafts 6L and 6R are connected to each other, and the ring gears 8b of the differential devices 8L and 8R are connected to each other by the intermediate shaft 11.
Are connected via. The specifications of the sun gears 8a, the ring gears 8b, the planetary gears 8c, and the carriers 8d of the differential devices 8L and 8R are the same.

【００１６】各駆動源９Ｌ，９Ｒは、小型電動モータで
構成されており、遊星歯車式の減速機を夫々内蔵してい
る。そして、コントローラ１２により各ドライバー回路
１３Ｌ，１３を介して制御される。尚、各ドライバー回
路１３Ｌ，１３Ｒ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９Ｌ，９Ｒ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。Each of the drive sources 9L and 9R is composed of a small electric motor and has a planetary gear type speed reducer built therein. Then, it is controlled by the controller 12 via the respective driver circuits 13L, 13. Although not shown, each of the driver circuits 13L and 13R incorporates a conventionally known forward / reverse switching circuit and a regenerative braking circuit. The drive sources 9L and 9R may be composed of something other than an electric motor, for example, a hydraulic motor.

【００１７】連結装置７は、更に、両差動装置８Ｌ，８
Ｒのリングギア８ｂの回転を拘束するブレーキ手段１４
を備えている。ブレーキ手段１４は、中間軸１１に固定
の固定ドグ部材１４ａと、連結装置７のケーシングに対
し回り止めされる、軸方向に進退自在な可動ドグ部材１
４ｂ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１４ｂをコントローラ１２により制御されるソレ
ノイド１４ｃにより進退させて固定ドグ部材１４ａに係
脱し、リングギア８ｂの拘束とその解除とを行うように
している。尚、ブレーキ手段１４をケーシングに回り止
めした油圧クラッチや電磁クラッチで構成することも可
能である。The coupling device 7 further includes both differential devices 8L and 8L.
Brake means 14 for restraining the rotation of the R ring gear 8b
It has. The brake means 14 is a fixed dog member 14 a fixed to the intermediate shaft 11 and a movable dog member 1 that is axially movable and is prevented from rotating with respect to the casing of the coupling device 7.
The movable dog member 14b is moved back and forth by the solenoid 14c controlled by the controller 12 to engage and disengage from the fixed dog member 14a, thereby restraining and releasing the ring gear 8b. There is. Incidentally, the brake means 14 may be composed of a hydraulic clutch or an electromagnetic clutch, which is prevented from rotating around the casing.

【００１８】コントローラ１２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 12 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.

【００１９】そして、コントローラ１２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 12 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).

【００２０】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、ブレーキ手段１４
をＯＮ（ドグクラッチを係合）すると共に両駆動源９
Ｌ，９Ｒを正転し（Ｑ８）、バックライトがＯＮのと
き、即ち、後進時は、ブレーキ手段１４をＯＮすると共
に両駆動源９Ｌ，９Ｒを逆転する（Ｑ９）。The details of the start assist control are as shown in FIG. 4. First, it is determined 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). Then, when the three conditions are satisfied, it is determined whether or not the backlight is OFF (Q7), and when the backlight is OFF, that is, when the vehicle is moving forward, the braking means 14 is used.
ON (engage the dog clutch) and both drive sources 9
L and 9R are normally rotated (Q8), and when the backlight is ON, that is, when the vehicle is in reverse, the braking means 14 is turned ON and both drive sources 9L and 9R are reversed (Q9).

【００２１】ここで、ブレーキ手段１４をＯＮすると、
両差動装置８Ｌ，８Ｒのリングギア８ｂが拘束され、リ
ングギア８ｂが反力受けとして機能して、両駆動源９
Ｌ，９Ｒにより両差動装置８Ｌ，８Ｒのサンギア８ａが
正転又は逆転されると、キャリア８ｄが減速された状態
で正転又は逆転され、左右の後輪５Ｌ，５Ｒに所要の駆
動トルクが伝達されて、発進アシストが行なわれる。When the braking means 14 is turned on,
The ring gears 8b of the differential devices 8L and 8R are constrained, and the ring gear 8b functions as a reaction force receiver, so that both drive sources 9
When the sun gear 8a of both differential devices 8L and 8R is normally or reversely rotated by L and 9R, the carrier 8d is normally or reversely rotated in a decelerated state, and the required driving torque is applied to the left and right rear wheels 5L and 5R. This is transmitted and start assistance is performed.

【００２２】システムに異常があったときや、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、ブレーキ手段１
４をＯＦＦすると共に両駆動源９Ｌ，９Ｒ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 when Vr
When ≧ VrS, when the brake lamp is ON, or when the side brake switch is ON, the braking means 1
4 is turned off and both drive sources 9L and 9R are stopped (Q10).

【００２３】発進後、ブレーキ手段１４はＯＦＦ状態に
維持されるが、両駆動源９Ｌ，９Ｒは旋回制御に際して
正逆転される。これを詳述するに、旋回制御は、例え
ば、右旋回時、駆動源９Ｌを正転、駆動源９Ｒを逆転す
ることで行なう。駆動源９Ｌを正転すると、差動装置８
Ｌのサンギア８ａの正転によりそのキャリア８ｄがリン
グギア８ｂに対し正転され、また、駆動源９Ｒを逆転す
ると、差動装置８Ｒのサンギア８ａの逆転によりそのキ
ャリア８ｄがリングギア８ｂに対し逆転される。この場
合、差動装置８Ｌのリングギア８ｂには逆転方向の反力
が作用し、差動装置８Ｒのリングギア８ｂには正転方向
の反力が作用するが、両リングギア８ｂ，８ｂは互に連
結されているため、両反力は互に打消される。従って、
両リングギア８ｂ，８ｂの回転速度を基準にして、差動
装置８Ｌのキャリア８ｄ、即ち、左後輪５Ｌが増速さ
れ、差動装置８Ｒのキャリア８ｄ、即ち、右後輪５Ｒが
減速される。その結果、左右の後輪５Ｌ，５Ｒ間の差回
転を生じ、外輪たる左後輪５Ｌに駆動力、内輪たる右後
輪５Ｒに制動力が加わって右旋回方向へのヨーモメント
が発生し、右旋回性能が向上する。After starting, the braking means 14 is maintained in the OFF state, but both drive sources 9L and 9R are rotated in the normal and reverse directions during the turning control. To explain this in detail, turning control is performed, for example, by rotating the drive source 9L forward and rotating the drive source 9R reversely when turning right. When the drive source 9L is normally rotated, the differential device 8
The carrier 8d is normally rotated with respect to the ring gear 8b by the forward rotation of the L sun gear 8a, and when the drive source 9R is reversely rotated, the carrier 8d is reversely rotated with respect to the ring gear 8b by the reverse rotation of the sun gear 8a of the differential device 8R. To be done. In this case, a reaction force in the reverse rotation direction acts on the ring gear 8b of the differential device 8L, and a reaction force in the normal rotation direction acts on the ring gear 8b of the differential device 8R, but both ring gears 8b, 8b Both reaction forces cancel each other because they are connected to each other. Therefore,
The carrier 8d of the differential device 8L, that is, the left rear wheel 5L, is accelerated and the carrier 8d of the differential device 8R, that is, the right rear wheel 5R is decelerated with reference to the rotational speeds of the both ring gears 8b, 8b. It As a result, a differential rotation occurs between the left and right rear wheels 5L and 5R, driving force is applied to the left rear wheel 5L, which is the outer wheel, and braking force is applied to the right rear wheel 5R, which is the inner wheel, and yaw moment in the right turning direction is generated. The right turning performance is improved.

【００２４】また、両差動装置８Ｌ，８Ｒのサンギア８
ａやリングギア８ｂといった各回転要素同士の諸元が同
一であるため、両駆動源９Ｌ，９Ｒの回転速度の絶対値
を等しくしておけば、左後輪５Ｌの増速量と右後輪５Ｒ
の減速量とが等しくなり、左右の後輪５Ｌ，５Ｒの平均
速度が車速に等しくなって、前後輪間の差回転による車
輪スリップを防止できる。そして、両駆動源９Ｌ，９Ｒ
の回転速度の絶対値を等しくするには、両駆動源９Ｌ，
９Ｒへの通電電流値の絶対値を等しくするだけで良く、
駆動源９Ｌ，９Ｒの制御が容易になる。Further, the sun gear 8 of both differential devices 8L and 8R
Since the specifications of the rotating elements such as a and the ring gear 8b are the same, if the absolute values of the rotation speeds of the two drive sources 9L and 9R are made equal, the acceleration amount of the left rear wheel 5L and the right rear wheel are increased. 5R
And the average speed of the left and right rear wheels 5L and 5R becomes equal to the vehicle speed, so that wheel slip due to differential rotation between the front and rear wheels can be prevented. And both drive sources 9L, 9R
In order to equalize the absolute values of the rotation speeds of both drive sources 9L,
All you have to do is equalize the absolute value of the current supplied to 9R,
Control of the drive sources 9L and 9R becomes easy.

【００２５】左旋回時には、駆動源９Ｌを逆転して内輪
たる左後輪５Ｌを減速し、駆動源９Ｒを正転して外輪た
る右後輪５Ｒを増速する。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両駆動源９Ｌ，９Ｒを制御する。When turning to the left, the drive source 9L is reversely rotated to decelerate the left rear wheel 5L which is an inner wheel, and the drive source 9R is normally rotated to accelerate the right rear wheel 5R which is an outer wheel. In the turning control, the target turning radius of the vehicle is calculated from the vehicle speed and the steering angle, and the two wheels are driven so that the value of the differential rotation between the left and right rear wheels 5L and 5R becomes a value that matches the target turning radius. Control the sources 9L, 9R.

【００２６】差動制限制御は、直進走行時や高速旋回時
に、両駆動源９Ｌ，９Ｒ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、両差動装置８
Ｌ，８Ｒのサンギア８ａが反力受けとして機能し、左後
輪５Ｌの回転が差動装置８Ｌのリングギア８ｂにそのキ
ャリア８ｄを介して伝達されると共に、右後輪５Ｒの回
転が差動装置８Ｒのリングギア８ｂにそのキャリア８ｄ
を介して伝達される。そして、両リングギア８ｂ，８ｂ
が互に連結されているため、左右の後輪５Ｌ，５Ｒ間の
差回転が両駆動源９Ｌ，９Ｒの制動力によって規制され
る。その結果、外乱等により車両にヨーモメントが加わ
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 both drive sources 9L and 9R by closing the regenerative braking circuit during straight traveling or high speed turning. According to this, both differential devices 8
The L and 8R sun gears 8a function as reaction force receivers, and the rotation of the left rear wheel 5L is transmitted to the ring gear 8b of the differential device 8L via its carrier 8d, while the rotation of the right rear wheel 5R is differential. The carrier 8d is attached to the ring gear 8b of the device 8R.
Is transmitted through. And both ring gears 8b, 8b
Are connected to each other, the differential rotation between the left and right rear wheels 5L and 5R is restricted by the braking force of both drive sources 9L and 9R. As a result, when a yaw moment is applied to the vehicle due to a disturbance or the like, a moment that resists the yam moment is generated, and straight running stability and high-speed turning stability are improved.

【００２７】ところで、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、旋回制御とは逆の作用で両駆動源９Ｌ，９Ｒ
が夫々正転方向と逆転方向とに過大な速度で逆駆動さ
れ、駆動源９Ｌ，９Ｒの耐久性に悪影響が及ぶ。そこ
で、図５に示すものでは、両差動装置８Ｌ，８Ｒのリン
グギア８ｂ同士を連結する中間軸１１を分割し、分割箇
所にクラッチ手段２１を設けて、両差動装置８Ｌ，８Ｒ
を該クラッチ手段２１を介して連結し、左右の後輪５
Ｌ，５Ｒ間の差回転が所定値以上になったとき、クラッ
チ手段２１をＯＦＦして両差動装置８Ｌ，８Ｒ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５
Ｌ，５Ｒ間の差回転による両駆動源９Ｌ，９Ｒの逆駆動
を生じなくなり、過大な差回転による両駆動源９Ｌ，９
Ｒの過回転が防止されて、両駆動源９Ｌ，９Ｒの耐久性
が向上する。By the way, if an excessive differential rotation occurs between the left and right rear wheels 5L, 5R due to the locking of one wheel during braking, etc., both drive sources 9L, 9R have an effect opposite to the turning control.
Are reversely driven at excessive speeds in the forward rotation direction and the reverse rotation direction, respectively, and the durability of the drive sources 9L and 9R is adversely affected. Therefore, in the structure shown in FIG. 5, the intermediate shaft 11 that connects the ring gears 8b of the differential devices 8L and 8R is divided, and the clutch means 21 is provided at the divided position to provide the differential devices 8L and 8R.
Are connected via the clutch means 21, and the left and right rear wheels 5 are connected.
When the differential rotation between L and 5R exceeds a predetermined value, the clutch means 21 is turned off to release the connection between the differential devices 8L and 8R. According to this, the left and right rear wheels 5
Reverse drive of both drive sources 9L and 9R due to the differential rotation between L and 5R does not occur, and both drive sources 9L and 9R due to excessive differential rotation.
The excessive rotation of R is prevented, and the durability of both drive sources 9L and 9R is improved.

【００２８】本実施形態でクラッチ手段２１は、分割し
た中間軸１１の一方の半部に固定される固定ドグ部材２
１ａと、中間軸１１の他方の半部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１２により制御されるソレノイド２１ｃで固定
ドグ部材２１ａに係脱して、クラッチ手段２１をＯＮ，
ＯＦＦする。コントローラ１２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
を行うと共に（Ｓ２，Ｓ３）、左右の後輪５Ｌ，５Ｒ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）。In this embodiment, the clutch means 21 is a fixed dog member 2 fixed to one half of the divided intermediate shaft 11.
1a and a movable dog member 21b which is provided on the other half of the intermediate shaft 11 so as not to rotate and is movable back and forth in the axial direction. The movable clutch member 21b is controlled by the controller 12 as a solenoid. 21c disengages from the fixed dog member 21a to turn on the clutch means 21,
Turn off. As shown in FIG. 6, the controller 12 performs the start assist control, the turning control, and the differential limitation control in the same manner as described above (S2, S3), and the differential rotation of the left and right rear wheels 5L, 5R becomes a predetermined value or more. It is determined whether or not (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).

【００２９】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、図５に示すも
のでは、クラッチ手段２１を両差動装置８Ｌ，８Ｒ間に
介設したが、一方の差動装置と対応する一方の後輪との
間、例えば、差動装置８Ｌと左後輪５Ｌ用の連結軸６Ｌ
の等速ジョイント６ａとの間に介設しても良く、要は、
左右の後輪５Ｌ，５Ｒ間の連結を解除できる位置に設け
れば良い。An electromagnetic clutch or a hydraulic clutch may be used as the clutch means 21. Further, in the structure shown in FIG. 5, the clutch means 21 is interposed between the differential devices 8L and 8R, but between the differential device and the corresponding rear wheel, for example, the differential device 8L. Connecting shaft 6L for left rear wheel 5L
It may be interposed between the constant velocity joint 6a of
It may be provided at a position where the connection between the left and right rear wheels 5L and 5R can be released.

【００３０】また、少なくとも一方の差動装置と対応す
る一方の駆動源との間の連結を解除した場合にも、左右
の後輪５Ｌ，５Ｒ間の差回転による両駆動源９Ｌ，９Ｒ
の逆駆動を生じなくなり、従って、図７に示すように、
一方の差動装置、例えば、差動装置８Ｌのサンギア８ａ
と駆動源９Ｌとの間にクラッチ手段２１を介設しても良
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１２によってＯＮ，ＯＦＦ制御されるもの
としても良いが、通常走行時、各差動装置８Ｌ，８Ｒの
サンギア８ａは左右の後輪５Ｌ，５Ｒ間の差回転を生じ
ないと回転しないから、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
過大な差回転でサンギア８ａが所定速度以上で回転した
ときクラッチ手段２１がＯＦＦされるようにしても良
い。Also, when the connection between at least one differential device and the corresponding one drive source is released, both drive sources 9L, 9R due to the differential rotation between the left and right rear wheels 5L, 5R.
No reverse drive of the, therefore, as shown in FIG.
One differential, for example, the sun gear 8a of the differential 8L
The clutch means 21 may be provided between the drive source 9L and the drive source 9L. In this case, the clutch means 21 may be ON / OFF controlled by the controller 12 similarly to the above, but during normal traveling, the sun gear 8a of each of the differential devices 8L, 8R has the left and right rear wheels 5L, 5R. The clutch means 21 is normally turned on because it does not rotate unless a differential rotation between them occurs.
Alternatively, the clutch means 21 may be turned off when the sun gear 8a rotates at a predetermined speed or more due to an excessive differential rotation between the left and right rear wheels 5L and 5R.

【００３１】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.

【図面の簡単な説明】[Brief description of drawings]

【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.

【符号の説明】[Explanation of symbols]

５Ｌ，５Ｒ 後輪（左右の車輪） ７ 連結装
置 ８Ｌ，８Ｒ 差動装置 ８ａ サンギ
ア ８ｂ リングギア ８ｃ プラネタリギ
ア ８ｄ キャリア ９Ｌ，９Ｒ 駆動源 １２ コントローラ １４ ブレーキ手段 ２１ クラッチ手段5L, 5R rear wheels (left and right wheels) 7 coupling device 8L, 8R differential device 8a sun gear 8b ring gear 8c planetary gear 8d carrier 9L, 9R drive source 12 controller 14 braking 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 (4)

【特許請求の範囲】[Claims] 【請求項１】 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と第２と第３の回転要素を有する１対
の差動装置と、両差動装置の第１回転要素に夫々連結さ
れる１対の駆動源とを備え、両差動装置の第２回転要素
を夫々左右の車輪に連結すると共に、両差動装置の第３
回転要素同士を連結し、該第３回転要素の回転を拘束可
能なブレーキ手段を設けることを特徴とする車両の左右
輪間の連結装置。1. A pair of differentials having a first, a second and a third rotary element, and a first rotary element of both differentials, which is a coupling device provided between left and right wheels of a vehicle. And a pair of drive sources respectively connected to the second differential element and the second rotary element of both differentials are respectively connected to the left and right wheels, and the third differential of both differentials is connected.
A connecting device between left and right wheels of a vehicle, which is characterized by connecting rotating elements to each other and providing braking means capable of restraining rotation of the third rotating element. 【請求項２】 両差動装置の各回転要素同士の諸元を同
一にする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 specifications of the rotating elements of both differential devices are the same. 【請求項３】 各差動装置をサンギアとリングギアと該
両ギアに噛合するプラネタリギアを支持するキャリアと
から成る遊星歯車式変速装置で構成し、第１回転要素と
してサンギア、第２回転要素としてキャリア、第３回転
要素としてリングギアを用い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. Each of the differential gears is composed of a planetary gear type transmission including a sun gear, a ring gear, and a carrier that supports a planetary gear that meshes with the both gears, and the sun gear and the second rotary element serve as the first rotary element. The connecting device between the left and right wheels of a vehicle according to claim 1 or 2, wherein a carrier is used as the carrier, and a ring gear is used as the third rotating element. 【請求項４】 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少なくとも一方の差
動装置と対応する一方の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乃至３
の何れか１項に記載の車両の左右輪間の連結装置。4. A clutch for releasing the connection between the left and right wheels or the connection between at least one differential device and the corresponding one drive source when the differential rotation between the left and right wheels exceeds a predetermined value. Means for providing means are provided.
The connecting device between the left and right wheels of the vehicle according to any one of 1.
JP23284495A 1995-09-11 1995-09-11 Connection device between left and right wheels of vehicle Expired - Fee Related JP3138799B2 (en)

Priority Applications (11)

Application Number Priority Date Filing Date Title
JP23284495A JP3138799B2 (en) 1995-09-11 1995-09-11 Connection device between left and right wheels of vehicle
GB9706214A GB2308344B (en) 1995-09-11 1996-08-09 Coupling device between left and right wheels of a vehicle
PCT/JP1996/002259 WO1997010114A1 (en) 1995-09-11 1996-08-09 Coupling device between right and left wheels of a vehicle
CA002484819A CA2484819C (en) 1995-09-11 1996-08-09 Coupling device between left and right wheels of 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
KR1019970702496A KR100418730B1 (en) 1995-09-11 1996-08-09 Connecting device between left and right wheel of vehicle
CA002484823A CA2484823C (en) 1995-09-11 1996-08-09 Coupling 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
US08/836,412 US6024182A (en) 1995-09-11 1996-08-09 Coupling device between left and right wheels of 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
JP23284495A JP3138799B2 (en) 1995-09-11 1995-09-11 Connection device between left and right wheels of vehicle

Publications (2)

Publication Number Publication Date
JPH0979348A true JPH0979348A (en) 1997-03-25
JP3138799B2 JP3138799B2 (en) 2001-02-26

Family

ID=16945694

Family Applications (1)

Application Number Title Priority Date Filing Date
JP23284495A Expired - Fee Related JP3138799B2 (en) 1995-09-11 1995-09-11 Connection device between left and right wheels of vehicle

Country Status (1)

Country Link
JP (1) JP3138799B2 (en)

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