JPS61191432A - Driving force distribution control device for 4-wheel-drive vehicle - Google Patents
Driving force distribution control device for 4-wheel-drive vehicleInfo
- Publication number
- JPS61191432A JPS61191432A JP3328785A JP3328785A JPS61191432A JP S61191432 A JPS61191432 A JP S61191432A JP 3328785 A JP3328785 A JP 3328785A JP 3328785 A JP3328785 A JP 3328785A JP S61191432 A JPS61191432 A JP S61191432A
- Authority
- JP
- Japan
- Prior art keywords
- driving force
- shaft
- output shaft
- clutch
- wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は４輪駆動車の駆動力配分装置、特に、前後輪
の一方へ伝達される駆動力に他方へ伝達される駆動力を
連関させて前後輪の駆動力配分を変更する駆動力配分装
置に関する。[Detailed Description of the Invention] (Industrial Application Field) This invention relates to a drive force distribution device for a four-wheel drive vehicle, and in particular, to a drive force distribution device for a four-wheel drive vehicle, in particular, the drive force distributed to one of the front and rear wheels is linked to the drive force transmitted to the other. The present invention relates to a driving force distribution device that changes the driving force distribution between front and rear wheels.
（先行する技術）
４輪駆動車は、前輪および後輪の双方を駆動して走行す
る４輪駆動走行状態で大きな駆動力を得ることができる
という特性がある。このため、４輪駆動車にあっては、
高負荷運転時に大きな駆動力を得るこ−とを目的に、走
行条件に応じて前後輪の駆動力配分を制御する駆動力配
分装置が種々提案され、例えば、特開昭５８−３０８３
５号公報に記載されたものが知られている。(Prior Art) A four-wheel drive vehicle has the characteristic of being able to obtain a large driving force in a four-wheel drive driving state in which both front wheels and rear wheels are driven. For this reason, in 4-wheel drive vehicles,
In order to obtain large driving force during high-load operation, various driving force distribution devices that control the driving force distribution between front and rear wheels according to driving conditions have been proposed.
The one described in Publication No. 5 is known.
この特開昭５８−３０８３５号公報に記載されたものは
、油圧制御される変速機を備えた前後輪の一方の駆動装
置に油圧クラ・ノチタイプのトランスファクラッチを有
するトランスファ機構を付設して前後輪の他方に連結さ
せ、変速機が低速側の変速位置にある時すなわち低速高
負荷運転時に４輪駆動走行状態へ移行させるものである
。しかしながら、この従来の駆動力配分装置は、単に変
速機の変速位置に応じて制御するにすぎないため、高摩
擦係数路面上での旋回走行時にタイトコーナーブレーキ
ング現象が発生する等の問題点があった。What is described in this Japanese Patent Application Laid-Open No. 58-30835 is that a transfer mechanism having a hydraulic clutch-type transfer clutch is attached to one of the drive devices for the front and rear wheels equipped with a hydraulically controlled transmission. When the transmission is in a low-speed shift position, that is, during low-speed, high-load operation, the vehicle is connected to the other one of the four-wheel drive driving states. However, since this conventional drive force distribution device simply controls according to the shift position of the transmission, it has problems such as tight corner braking when turning on a road surface with a high friction coefficient. there were.
そこで、本出願人は、上記問題点を解決する４輪駆動車
の駆動力配分装置を、昭和５９年１１月１７日提出の明
細書（特願昭５９−２４２６８７号）で提案した。この
先願にかかる駆動力配分装置は、エンジンからの駆動力
が変速機を介して伝達される入力軸と、該入力軸からの
駆動力を後輪へ伝達させる後輪側出力軸と、前記入力軸
からの駆動力を前輪へ伝達させる前輪側出力軸と、該前
輪側出力軸と前記後輪側出力軸との間に設けられ、駆動
力配分を可変にする摩擦クラッチと、該摩擦クラッチに
設けられ、前後輪側出方軸のうち一方の軸からの軸トル
クに比例してクラッチ締結力を高め、他方の軸への駆動
力配分を増大させるクラッチ締結手段と、操舵輪を操舵
する操舵反力に比例して前記クラッチ締結手段により定
量るクラッチ締結力を低めるクラッチ締結力調整手段と
、を有し、軸トルクが大きくなる加速時等に４輪駆動走
行状態に移行させて大きな駆動力を得、また、旋回時に
２輪駆動走行状態に移行させてタイトコーナーブレーキ
ング現象の発生を防止するものである。Therefore, the present applicant proposed a driving force distribution device for a four-wheel drive vehicle that solves the above-mentioned problems in a specification submitted on November 17, 1980 (Japanese Patent Application No. 59-242687). The driving force distribution device according to this prior application includes an input shaft to which the driving force from the engine is transmitted via the transmission, a rear wheel side output shaft to transmit the driving force from the input shaft to the rear wheels, and the input shaft. a front wheel side output shaft that transmits driving force from the shaft to the front wheels; a friction clutch that is provided between the front wheel side output shaft and the rear wheel side output shaft and that makes driving force distribution variable; A clutch engaging means is provided, which increases the clutch engaging force in proportion to the shaft torque from one of the front and rear wheel side output shafts, and increases the drive force distribution to the other shaft, and a steering wheel that steers the steered wheels. and a clutch engagement force adjustment means for lowering the clutch engagement force determined by the clutch engagement means in proportion to the reaction force, and the drive force is increased by shifting to a four-wheel drive running state during acceleration when the shaft torque increases, etc. The system also prevents the occurrence of tight corner braking by shifting the vehicle to a two-wheel drive state when cornering.
（この発明が解決しようとする問題点）しかしながら、
この先願にががる４輪駆動車の駆動力配分装置にあって
は、一方の軸の軸トルクに対して摩擦クラッチにより他
方の軸へ伝達される軸トルク（駆動力）は、一方の軸の
軸トルクが制動作用であっても駆動作用であっても等し
い。(Problem to be solved by this invention) However,
In the drive force distribution device for a four-wheel drive vehicle disclosed in this earlier application, the shaft torque (driving force) of one shaft is transmitted to the other shaft by a friction clutch. The shaft torque is the same whether it is for braking or driving.
すなわち、一方の軸の軸トルクに対しクラッチ締結手段
により摩擦クラッチが発生される締結力は、エンジンブ
レーキ時等に一方の軸に車輪側から軸トルクが伝達され
る場合でも、また、加速時等に一方の軸にエンジン側か
ら軸トルクが伝達される場合でも等しい。このため、加
速時およびエンジンブレーキ時の双方の場合において、
軸の負荷に相応した駆動力配分を行うことができないと
いう欠点があった。例えば、上記一方の軸が後輪に連結
された４輪駆動車にあっては、加速時においては後輪側
への荷重移動があるため、大きな駆動力を得るには摩擦
クラッチの締結力を大きくする必要性は少ないが、逆に
、エンジンブレーキ時においては前輪側への荷重移動が
生じるため、より良好な制動性能を得るためには摩擦ク
ラッチの締結力を大きくすることが望ましく、加速時お
よびエンジンブレーキ時の双方において満足すべき特性
を得ることができない。In other words, the engagement force generated by the friction clutch by the clutch engagement means in response to the shaft torque of one shaft is the same even when shaft torque is transmitted from the wheel side to one shaft during engine braking, etc., and during acceleration, etc. It is the same even if the shaft torque is transmitted from the engine side to one shaft. Therefore, both during acceleration and during engine braking,
The drawback is that it is not possible to distribute the driving force in accordance with the load on the shaft. For example, in a four-wheel drive vehicle in which one of the above-mentioned shafts is connected to the rear wheels, there is a load shift to the rear wheels during acceleration, so in order to obtain a large driving force, the engagement force of the friction clutch is required. Although there is little need to increase the friction clutch's engagement force, it is desirable to increase the engagement force of the friction clutch in order to obtain better braking performance, as the load shifts to the front wheels during engine braking. Satisfactory characteristics cannot be obtained both during engine braking and during engine braking.
（問題点を解決するための手段）
この発明は、上記問題点および欠点をともに解決するこ
とを目的とするもので、前輪へ連結された前輪出力軸ま
たは後輪へ連結された後輪出力軸の一方の出力軸を機関
へ連結された入力軸に直結するとともに、摩擦板に作用
する押付力に応じた締結力を生しる摩擦クラッチを介し
て前記前輪出力軸または後輪出力軸の他方の出方軸を前
記入力軸に接続し、前記一方の出方軸の軸トルクに応じ
た押付力をクラッチ押付機構により前記摩擦クラッチの
摩擦板に付与して、前輪と後輪との駆動力配分を変更す
る４輪駆動車の駆動力配分装置において、前記クラッチ
押付機構は、前記一方の出力軸の軸トルクに対して発生
する押付力が前記一方の出力軸の軸トルクの作用方向に
より異なる特性に設定されたものである。(Means for Solving the Problems) The present invention aims to solve both the above problems and drawbacks, and provides a front wheel output shaft connected to the front wheels or a rear wheel output shaft connected to the rear wheels. One of the output shafts is directly connected to the input shaft connected to the engine, and the other of the front wheel output shaft or the rear wheel output shaft is connected via a friction clutch that generates a fastening force corresponding to the pressing force acting on the friction plate. The output shaft of the output shaft is connected to the input shaft, and a clutch pressing mechanism applies a pressing force corresponding to the shaft torque of the one output shaft to the friction plate of the friction clutch, thereby generating driving force between the front wheels and the rear wheels. In the drive force distribution device for a four-wheel drive vehicle that changes distribution, the clutch pressing mechanism is configured such that the pressing force generated in response to the axial torque of the one output shaft varies depending on the acting direction of the axial torque of the one output shaft. This is set in the characteristics.
（作用）
この４輪駆動車の駆動力配分装置によれば、前記一方の
出力軸の軸トルクの作用方向すなわち軸トルクが制動作
用であるか駆動作用であるかによって、カム機構により
前記摩擦クラッチの摩擦板へ付与される押付力の前記一
方の出力軸の軸トルクに対する特性が異なるため、他方
の出力軸を入力軸に接続する摩擦クラッチの締結力も一
方の出力軸の軸トルクの作用方向で異なる。したがって
、例えば一方の出力軸が後輪に接続された駆動力配分装
置にあっては、摩擦クラッチの締結力が加速時よりエン
ジンブレーキ時に大きくなるようにカム機構の特性を設
定して、より良好な制動性能を得ることが可能となる。(Function) According to this driving force distribution device for a four-wheel drive vehicle, the friction clutch is controlled by the cam mechanism depending on the acting direction of the shaft torque of the one output shaft, that is, whether the shaft torque is for braking action or driving action. Since the characteristics of the pressing force applied to the friction plates of the two output shafts differ with respect to the shaft torque of the one output shaft, the engagement force of the friction clutch that connects the other output shaft to the input shaft also varies in the direction of action of the shaft torque of one output shaft. different. Therefore, for example, in a drive force distribution device in which one output shaft is connected to the rear wheels, the characteristics of the cam mechanism are set so that the engagement force of the friction clutch is greater during engine braking than during acceleration to improve the performance. It becomes possible to obtain excellent braking performance.
また逆に、例えば、一方の出力軸が前輪に接続された駆
動力配分装置は、摩擦クラッチの締結力がエンジンブレ
ーキ時より加速時に大きくなるようカム機構のカムフェ
ースを設定することでより良好な制動性能が得られる。Conversely, for example, a drive force distribution device in which one output shaft is connected to the front wheels can be improved by setting the cam face of the cam mechanism so that the engagement force of the friction clutch is greater during acceleration than during engine braking. Braking performance can be obtained.
（実施例） 以下、この発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第１図から第４図は、この発明にかかる４輪駆動車の駆
動力配分装置の一実施例を示す図である。1 to 4 are diagrams showing an embodiment of a driving force distribution device for a four-wheel drive vehicle according to the present invention.
まず、構成を説明すると、第１図および第２図において
、１は入力軸であって、エンジンからの駆動力が変速機
を介して伝達される軸で、この入力軸１は駆動力配分装
置として駆動力が人力される軸で、変速機の出力軸に相
当する。First, to explain the configuration, in FIGS. 1 and 2, 1 is an input shaft, which is a shaft to which the driving force from the engine is transmitted via the transmission, and this input shaft 1 is the driving force distribution device. This is the shaft to which driving force is applied manually, and corresponds to the output shaft of a transmission.
２は後輪出力軸であって、前記入力軸１からの駆動力を
後輪へ伝達させる軸で、この後輪出力軸２へは、後述す
るハブ軸３、カムプレート４．５、リヤドラム６を介し
て人力軸１から駆ＩＪ］力が直接伝達される。A rear wheel output shaft 2 is a shaft that transmits the driving force from the input shaft 1 to the rear wheels.A hub shaft 3, a cam plate 4.5, and a rear drum 6, which will be described later, are connected to the rear wheel output shaft 2. The drive IJ force is directly transmitted from the human power shaft 1 through the .
７は前輪側出力歯車（第１図中、前輪出力軸に相当）で
あって、前記入力軸１からの駆動力を前輪へ伝達させる
歯車で、この前輪側出力歯車７は、歯車部７ａを有する
中空筒状に形成され、第２図に示すように、該歯車部７
ａから平行歯車組２１を介しギヤ伝達により前輪側出力
軸２０へ駆動力の伝達がなされる。Reference numeral 7 denotes a front wheel side output gear (corresponding to the front wheel output shaft in Fig. 1), which is a gear that transmits the driving force from the input shaft 1 to the front wheels. The gear portion 7 is formed into a hollow cylindrical shape with a
Driving force is transmitted from a to the front wheel side output shaft 20 by gear transmission via a parallel gear set 21.
尚、入力軸１から前輪側出力歯車７への駆動力伝達は、
ハブ軸３、カムプレート４．５：、リヤドラム６、多板
クラッチ８を介して行われる。The driving force transmission from the input shaft 1 to the front output gear 7 is as follows:
This is done via the hub axle 3, cam plate 4.5, rear drum 6, and multi-plate clutch 8.
８は摩擦クラッチとしての多板クラッチであって、前記
リヤドラム６に対し、摺動可能で回転方向固定状態に設
けられた複数のドライブプレート９と、前記前輪側出力
歯車７のスプライン部７ｂに摺動可能で回転方向固定状
態に設けられた複数のドリブンプレート１０と、を交互
に配置させて構成されている。Reference numeral 8 denotes a multi-plate clutch as a friction clutch, which includes a plurality of drive plates 9 that are slidable on the rear drum 6 and fixed in the rotational direction, and a spline portion 7b of the front output gear 7 that slides on the spline portion 7b of the front output gear 7. It is configured by alternately arranging a plurality of driven plates 10 that are movable and fixed in the rotational direction.
１１はクラ・ノチ押付機構であるカム機構であって、第
３図に詳示するように、入力軸１にスプライン結合させ
たハブ軸３の略Ｖ字状のカム面３ａ、３ｂと、該カム面
３ａ、３ｂに係合する略Ｖ字状のカム面４ａ、５ａを有
しリヤドラム６にスプライン結合された一対のカムプレ
ート４．５と、から構成されている。カムプレート４．
５の各カム面４ａ、５ａは、それぞれが、角度θ２を成
す制動側カム面４ａ′、５ａ′と、角度θ２より大きな
角度θ１を成す駆動側カム面４ａｌ″、５ａＩ＋ と
、を有している。このカム機構１１は、後輪出力軸２の
軸トルクによるカムプレート４．５の相対換り（相対回
転変位）を上記カム面４ａ、５ａの成す角度に応じてカ
ムプレート４．５の軸方向変位（後述する押圧力）に変
換する。すなわち、このカム機構１１は、発進時あるい
は加速時等に入力軸１（ハブ軸３）から後輪出力軸２
（カムプレート４．５）に駆動作用の軸トルク（第３図
矢印Ｄ）が伝達されると、カムプレート４．５は相対捩
りを生して駆動側カム面４ ａ ” 、５ａ ” の
角度θ１に応じｌ＆述する皿ばねの弾性力に抗して軸方
向に互いが離間する方向に変位し、軸トルクおよび角度
θ、に比較した押付力を多板クラッチ８へ付与し、その
ドライブプレート９とドリブンプレート１０とを圧接さ
せて多板クラッチ８に押付力に応した締結力を生じさせ
る。また、エンジンブレーキ時に後輪出力軸２から入力
軸１に制動作用の軸トルク（第３図中矢印Ｂ）が伝達さ
れると、同様に、カムプレート４．５は制動側カム面４
ａ’、５ａ’の角度θ２に応じて軸方向に変位し、多板
クラッチ８へ軸トルクおよび角度θ２に比例した押付力
を付与して多板クラッチ８に該押付力に応じた締結力を
発生させる。Reference numeral 11 denotes a cam mechanism which is a clutch/notch pressing mechanism, and as shown in detail in FIG. It is comprised of a pair of cam plates 4.5 spline-coupled to the rear drum 6 and having substantially V-shaped cam surfaces 4a, 5a that engage with the cam surfaces 3a, 3b. Cam plate 4.
Each of the cam surfaces 4a, 5a of No. 5 has a braking side cam surface 4a', 5a' forming an angle θ2, and a driving side cam surface 4al'', 5aI+ forming an angle θ1 larger than the angle θ2. This cam mechanism 11 controls the relative displacement (relative rotational displacement) of the cam plate 4.5 due to the shaft torque of the rear wheel output shaft 2 according to the angle formed by the cam surfaces 4a and 5a. This cam mechanism 11 converts the displacement into an axial displacement (pushing force to be described later).In other words, this cam mechanism 11 converts the displacement from the input shaft 1 (hub shaft 3) to the rear wheel output shaft 2 when starting or accelerating.
When the axial torque (arrow D in Fig. 3) of the driving action is transmitted to the cam plate 4.5, the cam plate 4.5 generates relative torsion and the angle of the driving side cam surfaces 4a'' and 5a'' changes. According to θ1, the disk springs are displaced in the direction of moving away from each other in the axial direction against the elastic force of the disc springs described above, and a pressing force compared to the axial torque and angle θ is applied to the multi-disc clutch 8, and the drive plate is 9 and the driven plate 10 are brought into pressure contact with each other to generate a fastening force in the multi-disc clutch 8 in accordance with the pressing force. Also, when the shaft torque for braking (arrow B in Fig. 3) is transmitted from the rear wheel output shaft 2 to the input shaft 1 during engine braking, the cam plate 4.5 similarly moves to the braking side cam surface 4.
It is displaced in the axial direction according to the angle θ2 of a', 5a', and applies a pressing force proportional to shaft torque and angle θ2 to the multi-disc clutch 8, thereby applying a fastening force to the multi-disc clutch 8 according to the pressing force. generate.
１２．１３は皿ハネであって、前記カムプレート４．５
の外側に配置されたもので、一方のカムプレート４とフ
ロントドラム１４との間、及び他方のカムプレート５と
リヤドラム６との間の軸方向に設けられ、前記多板クラ
ッチ８に対してイニシャルトルクを付与する。12.13 is a countersunk wing, and the cam plate 4.5
It is provided in the axial direction between the cam plate 4 and the front drum 14 on one side, and between the cam plate 5 and the rear drum 6 on the other side, and is provided on the outside of the multi-disc clutch 8. Gives torque.
６はリヤドラムであって、その一端（則には、多板クラ
ッチ８のドライブプレート９が設けられると共に、多板
クラッチ８の一端面をドラム端板１５により支持し、他
端側は後輪出力軸２とスプライン結合させている。Reference numeral 6 denotes a rear drum, one end of which is provided with a drive plate 9 of a multi-disc clutch 8, one end surface of the multi-disc clutch 8 is supported by a drum end plate 15, and the other end is connected to the rear wheel output. It is spline connected to shaft 2.
尚、リヤドラム６の中間部には、カムプレート４．５が
軸方向摺動可能で、回転方向固定状態で設けられている
。A cam plate 4.5 is provided in the middle of the rear drum 6 so as to be slidable in the axial direction and fixed in the rotational direction.
１４はフロントドラムであって、その一端側は、多板ク
ラッチ８の他端面を支持し、他端側には後述するクラッ
チピストン１６と対向するドラム端板１７が設けられて
いる。Reference numeral 14 denotes a front drum, one end of which supports the other end surface of the multi-disc clutch 8, and a drum end plate 17 facing a clutch piston 16, which will be described later, is provided at the other end.
１６はクラッチピストンであって、前記リヤドラム６の
シリンダ凹部６ａと前記ドラム端板１７との間に配置さ
れたもので、このクラッチピストン１６のシリンダ室１
８はリヤドラム６側に形成されている。このシリンダ室
１８は、前述した先願にかかる駆動力配分装置と同様に
、油路２６．２７および連通路２８を介してトランスフ
ァケース２４の油圧ポート２５からパワーステアリング
装置（図示せず）に連絡され、操舵反力に対応した油圧
が導入される。Reference numeral 16 denotes a clutch piston, which is disposed between the cylinder recess 6a of the rear drum 6 and the drum end plate 17.
8 is formed on the rear drum 6 side. This cylinder chamber 18 is connected to a power steering device (not shown) from a hydraulic port 25 of a transfer case 24 via an oil passage 26, 27 and a communication passage 28, similar to the driving force distribution device according to the prior application described above. Then, hydraulic pressure corresponding to the steering reaction force is introduced.
次に、作用を説明する。Next, the effect will be explained.
まず、エンジンから後輪へ後輪出力軸２を介して駆動ト
ルク（駆動力）が伝達される発進あるいは加速等の駆動
時においては、前述のように、カム機構１１が後輪出力
軸２の軸トルクＴｒおよび駆動側カム面４ａ＋１．５ａ
１１の角度θ１に比例した押付力を多板クラッチ８へ付
与するため、多板クラッチ８は押付力に応じた締結力を
生じて後輪出力軸２を前輪出力軸２０に接続する。この
駆動時における前輪の駆動トルクＴｆと後輪の駆動トル
クＴｒとの比率（駆動力配分比）Ｋ１すなわち前輪出力
軸２０の駆動トルク（軸トルク）Ｔｆと後輪出力軸２の
駆動トルク （軸トルク）Ｔｒとの比（Ｔ ｆ ／ Ｔ
ｒ ）は次式（１）で表される。First, during driving such as starting or acceleration, in which driving torque (driving force) is transmitted from the engine to the rear wheels via the rear wheel output shaft 2, the cam mechanism 11 is connected to the rear wheel output shaft 2, as described above. Shaft torque Tr and drive side cam surface 4a+1.5a
In order to apply a pressing force proportional to the angle θ1 of 11 to the multi-disc clutch 8, the multi-disc clutch 8 generates a fastening force corresponding to the pressing force and connects the rear wheel output shaft 2 to the front wheel output shaft 20. During this drive, the ratio (drive force distribution ratio) K1 between the front wheel drive torque Tf and the rear wheel drive torque Tr is the drive torque (shaft torque) Tf of the front wheel output shaft 20 and the drive torque (shaft torque) of the rear wheel output shaft 2. Torque) Ratio to Tr (T f / T
r ) is expressed by the following equation (1).
Ｋ、＝Ｔｆ／Ｔｒ
ｒ□ ｔａｎθ１−μ
ｍ−−−−−（１）
ただし、ｎ；多板クラッチ８のドライブプレート９とド
リブンプレート１０との枚数
ｒｏ；カム機構１１のカム当り面平均半径ｒｒｒｌ；多
板クラッチ８のドライブプレート９とドリブンプレート
１０との摩擦面
の平均半径
μ；多板クラッチ８のドライブプレート９とドリブンプ
レート１０との摩擦係
数
である。K, = Tf/Tr r□ tanθ1-μ m---(1) where n: Number of drive plates 9 and driven plates 10 of multi-plate clutch 8 ro: Average radius of the cam contact surface of cam mechanism 11 rrrl: average radius μ of the friction surfaces between the drive plate 9 and driven plate 10 of the multi-disc clutch 8; coefficient of friction between the drive plate 9 and driven plate 10 of the multi-disc clutch 8;
一方、逆に後輪からエンジンへ後輪出力軸２を介して制
動トルクが伝達されるエンジンブレーキ時等においても
、同様に、カム機構１１が後輪出力軸２の軸トルクＴｒ
および制動側カム面４ａ′、５ａ’の角度θ２に比例し
た押付力を生じて多板クラッチ８のドライブプレート９
とドリブンプレート１０とを押圧し、多板クラッチ８が
カム機構１１の押付力に応じた締結力で前輪出力軸２ｏ
を後輪出力軸２に接続する。このため、制動時における
前輪の制動トルクＴｆと後輪の制動トルクＴｒとの比率
（駆動力配分比に相当）Ｋ２すなわち前輪出力軸２０の
軸トルクと後輪出力軸２の軸トルクとの比率は、次式（
２）で表される。On the other hand, even during engine braking where braking torque is transmitted from the rear wheels to the engine via the rear wheel output shaft 2, the cam mechanism 11 similarly transmits the shaft torque Tr of the rear wheel output shaft 2.
The drive plate 9 of the multi-disc clutch 8 is generated by generating a pressing force proportional to the angle θ2 of the braking side cam surfaces 4a' and 5a'.
and the driven plate 10, and the multi-plate clutch 8 applies a fastening force corresponding to the pressing force of the cam mechanism 11 to the front wheel output shaft 2o.
is connected to the rear wheel output shaft 2. Therefore, the ratio between the front wheel braking torque Tf and the rear wheel braking torque Tr during braking (corresponding to the driving force distribution ratio) K2, that is, the ratio between the shaft torque of the front wheel output shaft 20 and the shaft torque of the rear wheel output shaft 2. is the following formula (
2).
Ｋ２＝Ｔｆ／Ｔｒ
ｒｏｔａｎθ２−μ
・−・−（２）
上記式（１１（２）から明らかなように、カム機構１１
の制動側カム面４ａ′、５ａ′の角度θ２が駆動側カム
面４ ａ” 、５ ａ Ｉ＋ の角度θ１より小さく設
定されているため、比率に、が比率に２より小さくなる
。したがって、この駆動力配分装置にあっては、前輪側
への荷重移動が生じる制動時に、前輪出力軸２０を多板
クラッチ８によりより大きな締結力で後輪出力軸２に接
続し、良好な制動性能を得ることができる。すなわち、
第４図に示すように、例えば、駆動時にあっては、エン
ジンの出力トルクＴｄを後輪の駆動トルクＴｒが前輪の
駆動トルクＴｆより大きくなるように（配分比Ｋｌが１
より小さくなるように）配分して良好な駆動性能を得る
ことができ、また、エンジンブレーキによる制動時にあ
っては、エンジンの制動トルクＴｂを後輪の制動トルク
Ｔｒと前輪の制動トルクＴｆとがほぼ等しくなるよう（
配分比に２が１となるように）配分して良好な制動性能
を得ることができる。K2=Tf/Tr rotanθ2−μ ・−・−(2) As is clear from the above formula (11(2), the cam mechanism 11
Since the angle θ2 of the braking side cam surfaces 4a' and 5a' is set smaller than the angle θ1 of the driving side cam surfaces 4a" and 5aI+, the ratio is smaller than 2. Therefore, the ratio is smaller than 2. In the driving force distribution device, during braking that causes a load shift to the front wheels, the front wheel output shaft 20 is connected to the rear wheel output shaft 2 with a larger engagement force by the multi-disc clutch 8, thereby obtaining good braking performance. can be done, i.e.
As shown in FIG. 4, for example, during driving, the output torque Td of the engine is adjusted so that the drive torque Tr of the rear wheels is larger than the drive torque Tf of the front wheels (distribution ratio Kl is 1).
In addition, when braking with the engine brake, the engine braking torque Tb is divided into the rear wheel braking torque Tr and the front wheel braking torque Tf. so that they are approximately equal (
Good braking performance can be obtained by distributing the brakes so that 2 becomes 1 in the distribution ratio.
なお、その他の作用、例えばシリンダ室１８へ操舵反力
に応じた油圧を導いた場合等については、既述した先順
に係る明細書中に詳細に述べられているため、その説明
は省略する。Note that other functions, such as the case where hydraulic pressure is introduced into the cylinder chamber 18 in accordance with the steering reaction force, are described in detail in the above-mentioned specifications, and therefore their explanation will be omitted.
第５図および第６図には、この発明にかかる４輪駆動車
の駆動力配分装置の他の実施例を示す。5 and 6 show another embodiment of the driving force distribution device for a four-wheel drive vehicle according to the present invention.
なお、以下、前述した実施例に対応する部分には同一の
符号を付して説明を省略する。Hereinafter, the same reference numerals will be given to the parts corresponding to the embodiments described above, and the explanation will be omitted.
同図に示すように、後輪出力軸２と前輪側比。As shown in the figure, the rear wheel output shaft 2 and the front wheel side ratio.
力歯車７との間には、前述した実施例における多板クラ
ッチ８ （以下、この実施例では第１多板クラツチ８と
称す）と並列的に第２多板クラツチ２２が設けられてい
る。第１多板クラツチ８は、既述のように、後輪出力軸
２の軸トルクに応じて制動時または駆動時に異なる特性
の締結力で前輪出力軸２０と後輪出力軸２とを接続する
。A second multi-disc clutch 22 is provided between the power gear 7 and the multi-disc clutch 8 (hereinafter referred to as the first multi-disc clutch 8 in this embodiment) in the previously described embodiment. As described above, the first multi-disc clutch 8 connects the front output shaft 20 and the rear output shaft 2 with different fastening forces during braking or driving depending on the shaft torque of the rear output shaft 2. .
第２多板クラツチ２２は、ドラム２３にスプライン結合
した複数のドライブプレート３２と、前輪側出力歯車７
にスプライン結合しドライブプレート３２と軸方向に交
互に配列された複数のドリブンプレート３３と、ドラム
２３の凹部と端板２９との間に配置されてシリンダ室３
０を画成するクラッチピストン３１と、を有している。The second multi-plate clutch 22 includes a plurality of drive plates 32 spline-coupled to the drum 23 and a front output gear 7.
A plurality of driven plates 33 are spline-coupled to the drive plate 32 and arranged alternately in the axial direction, and the cylinder chamber 3 is disposed between the recess of the drum 23 and the end plate 29.
0, and a clutch piston 31 that defines a clutch piston 31 .
シリンダ室３０はドラム２３に形成された油路２３ａお
よびトランスファケース２４に形成された油路２４ａを
介してボート２４ Ｃから図外の油圧発生器に連絡され
ている。この第２多板クラツチ２２は、上記油圧発生器
から例えば走行路面の摩擦係数と反比例的に対応する油
圧をシリンダ室３０へ導入され、該シリンダ室３０の油
圧に比例した締結力を発生する。The cylinder chamber 30 is connected from the boat 24C to a hydraulic generator (not shown) via an oil passage 23a formed in the drum 23 and an oil passage 24a formed in the transfer case 24. The second multi-disc clutch 22 receives, for example, a hydraulic pressure inversely proportional to the coefficient of friction of the traveling road surface from the hydraulic pressure generator into the cylinder chamber 30, and generates a fastening force proportional to the hydraulic pressure in the cylinder chamber 30.
このような４輪駆動車の駆動力配分装置は、第６図に示
すように、第２多板クラツチ２２のシリンダ室３０の油
圧Ｐを変更させると、前後輪の駆動力配分比が同図のス
マフジング領域内で任意の値を採り得る。すなわち、シ
リンダ室３０の油圧Ｐを０ （ｋｇ ／ ｃｒｌ ）
、５ （ｋｇ ／ ｃｎｌ ）および１０ （ｋｇ ／
ｃｎｌ ）と増大させることで、前後輪の駆動力配分
比が増大する。したがって、走行路面の摩擦係数に応じ
て油圧Ｐを制御すれば、摩擦係数と比例的に後輪へ配分
される駆動力も変化し、高摩擦係数路面において大きな
駆動力を得、また、低摩擦係数路面において車輪のスピ
ンを防止できるようになる。As shown in FIG. 6, such a driving force distribution device for a four-wheel drive vehicle is such that when the oil pressure P in the cylinder chamber 30 of the second multi-disc clutch 22 is changed, the driving force distribution ratio between the front and rear wheels changes as shown in FIG. It can take any value within the smuffing range of . In other words, the oil pressure P in the cylinder chamber 30 is set to 0 (kg/crl).
, 5 (kg/cnl) and 10 (kg/cnl)
cnl ), the driving force distribution ratio between the front and rear wheels increases. Therefore, if the oil pressure P is controlled according to the friction coefficient of the road surface, the driving force distributed to the rear wheels will change in proportion to the friction coefficient, and a large driving force can be obtained on a road surface with a high friction coefficient. It becomes possible to prevent wheels from spinning on the road surface.
なお、第６図において、油圧ＰがＯ（ｋｇ ／ ｃｒａ
）を表示する線は、前記実施例と同様の第１多板クラ
ツチ８のみにより決定される特性を示し、また、線ＯＥ
、Ｏ−Ｆは第２多板クラツチ２２が完全締結状態となっ
て前後輪が直結状態となった場合を示す。In addition, in Fig. 6, the oil pressure P is O (kg/cra
) indicates the characteristic determined only by the first multi-plate clutch 8 similar to the previous embodiment, and the line OE
, O-F shows the case where the second multi-plate clutch 22 is fully engaged and the front and rear wheels are directly connected.
以上、各実施例において、クラッチ押付機構はカム機構
により形成したが、これに限られるものではなく、クラ
ッチ押付特性が、軸トルクの作用方向により異なる構造
であればよい。具体的には、軸トルクの作用方向を検出
し、クラッチ押付特性を可変とする油圧または電気回路
を用いたものでもよい。In each of the embodiments described above, the clutch pressing mechanism is formed by a cam mechanism, but it is not limited to this, and any structure may be used as long as the clutch pressing characteristics differ depending on the direction in which shaft torque is applied. Specifically, it may be possible to use a hydraulic or electric circuit that detects the acting direction of the shaft torque and makes the clutch pressing characteristic variable.
（発明の効果）
以上説明してきたように、この発明にかかる４輪駆動車
の駆動力配分装置によれば、車両の発進あるいは加速等
の駆動時と制動時とでは前後輪の駆動力配分を前後輪の
一方の駆動力に対して異なる特性で変えることができる
ため、この特性を荷重移動を考慮して設定し車両の駆動
性能および制動性能をともに向上させることができる。(Effects of the Invention) As explained above, according to the drive force distribution device for a four-wheel drive vehicle according to the present invention, the drive force distribution between the front and rear wheels is controlled during driving such as starting or accelerating the vehicle and during braking. Since the driving force of one of the front and rear wheels can be changed with a different characteristic, this characteristic can be set in consideration of load movement, and both the driving performance and braking performance of the vehicle can be improved.
さらに、第１図に示す実施例では、旋回走行時のタイト
コーナーブレーキング現象の発生を防止でき、第５図に
示す実施例では、走行路面状態等の他の走行条件に応じ
て駆動力配分を制御できるためより良好な走行性能が得
られる。Furthermore, in the embodiment shown in FIG. 1, it is possible to prevent the occurrence of tight corner braking during cornering, and in the embodiment shown in FIG. can be controlled, resulting in better driving performance.
第１図から第４図はこの発明の一実施例にかかる４輪駆
動車の駆動力配分装置を示す図であり、第１図は断面図
、第２図は骨組図、第３図は第１図のｍ−ｍ線矢視断面
図、第４図は前後輪の駆動力配分特性図である。第５図
および第６図はこの発明の他の実施例にかかる４輪駆動
車の駆動力配分装置を示す図であり、第５図は断面図、
第６図は前後輪の駆動力配分特性図である。
１−−人力軸、
２− 後輪出力軸、
３ａ、３ｂ−−カム面（カムプロフィル）、４ａ、５ａ
、４ａ’、５ａ′、４ａ 、５ａ１′・−カム面（カム
プロフィル）、
８−ｍ−多板クラッチ（摩擦多板クラッチ）、９−−−
−−−ドライブプレート（摩擦板）、１０−−−・−ド
リブンプレート （摩擦板）、１１−ｍ−・カム機構（
フランチ押付機構）。1 to 4 are diagrams showing a driving force distribution device for a four-wheel drive vehicle according to an embodiment of the present invention, in which FIG. 1 is a cross-sectional view, FIG. 2 is a skeleton view, and FIG. FIG. 1 is a sectional view taken along line mm in FIG. 1, and FIG. 4 is a characteristic diagram of driving force distribution between the front and rear wheels. 5 and 6 are diagrams showing a driving force distribution device for a four-wheel drive vehicle according to another embodiment of the present invention, and FIG. 5 is a sectional view;
FIG. 6 is a characteristic diagram of driving force distribution between the front and rear wheels. 1--Human power shaft, 2- Rear wheel output shaft, 3a, 3b--Cam surface (cam profile), 4a, 5a
, 4a', 5a', 4a, 5a1' - cam surface (cam profile), 8-m-multi-disc clutch (friction multi-disc clutch), 9----
---Drive plate (friction plate), 10--.-Driven plate (friction plate), 11-m-・Cam mechanism (
(flanch pressing mechanism).
Claims (1)
輪出力軸の一方の出力軸を機関へ連結された入力軸に直
結するとともに、摩擦板に作用する押付力に応じた締結
力を生じる摩擦クラッチを介して前記前輪出力軸または
後輪出力軸の他方の出力軸を前記入力軸に接続し、前記
一方の出力軸の軸トルクに応じた押付力をクラッチ押付
機構により前記摩擦クラッチの摩擦板に付与して、前輪
と後輪との駆動力配分を変更する４輪駆動車の駆動力配
分装置において、前記クラッチ押付機構は、前記一方の
出力軸の軸トルクに対して発生する押付力が前記一方の
出力軸の軸トルクの作用方向により異なる特性に設定さ
れたことを特徴とする４輪駆動車の駆動力配分装置。One output shaft of the front wheel output shaft connected to the front wheels or the rear wheel output shaft connected to the rear wheels is directly connected to the input shaft connected to the engine, and a fastening force corresponding to the pressing force acting on the friction plate is applied. The other output shaft of the front wheel output shaft or the rear wheel output shaft is connected to the input shaft via the generated friction clutch, and a pressing force corresponding to the shaft torque of the one output shaft is applied to the friction clutch by a clutch pressing mechanism. In a driving force distribution device for a four-wheel drive vehicle that changes driving force distribution between front wheels and rear wheels by applying force to a friction plate, the clutch pressing mechanism applies pressure generated in response to shaft torque of one of the output shafts. A driving force distribution device for a four-wheel drive vehicle, characterized in that the force is set to have different characteristics depending on the acting direction of shaft torque of the one output shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3328785A JPS61191432A (en) | 1985-02-20 | 1985-02-20 | Driving force distribution control device for 4-wheel-drive vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3328785A JPS61191432A (en) | 1985-02-20 | 1985-02-20 | Driving force distribution control device for 4-wheel-drive vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61191432A true JPS61191432A (en) | 1986-08-26 |
Family
ID=12382316
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3328785A Pending JPS61191432A (en) | 1985-02-20 | 1985-02-20 | Driving force distribution control device for 4-wheel-drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61191432A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5036963A (en) * | 1989-04-07 | 1991-08-06 | Toyota Jidosha Kabushiki Kaisha | Viscous clutch assembly for torque transmission in motor vehicle |
| CN108833024A (en) * | 2018-04-23 | 2018-11-16 | 温州市特种设备检测研究院 | A kind of channel wireless radio multi distribution field vehicle braking-distance figures transmission method |
-
1985
- 1985-02-20 JP JP3328785A patent/JPS61191432A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5036963A (en) * | 1989-04-07 | 1991-08-06 | Toyota Jidosha Kabushiki Kaisha | Viscous clutch assembly for torque transmission in motor vehicle |
| CN108833024A (en) * | 2018-04-23 | 2018-11-16 | 温州市特种设备检测研究院 | A kind of channel wireless radio multi distribution field vehicle braking-distance figures transmission method |
| CN108833024B (en) * | 2018-04-23 | 2021-07-16 | 温州市特种设备检测研究院 | Multi-channel wireless distributed field vehicle brake data transmission method |
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