JPS6177527A - 4-wheel driving car - Google Patents
4-wheel driving carInfo
- Publication number
- JPS6177527A JPS6177527A JP20124484A JP20124484A JPS6177527A JP S6177527 A JPS6177527 A JP S6177527A JP 20124484 A JP20124484 A JP 20124484A JP 20124484 A JP20124484 A JP 20124484A JP S6177527 A JPS6177527 A JP S6177527A
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- wheels
- drive
- clutch
- difference
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
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)
- 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、前・後輪の一方を駆動する2輪駆動と、前
・後輪の両方を駆動する4輪駆動とに、クラッチの切換
え丘作によって切換えられる4輪駆動車に関し、ざらに
詳しくは、4輪駆動車行時において、旋回した際に生じ
るタイト−1−ナブレーキングの現象を回避することの
できる4輪駆りJ車にlylする。Detailed Description of the Invention (Field of Industrial Application) This invention provides a method for switching clutches between two-wheel drive, which drives one of the front and rear wheels, and four-wheel drive, which drives both front and rear wheels. Regarding the 4-wheel drive vehicle that can be switched by Okasaku, in more detail, it is a 4-wheel drive J vehicle that can avoid the phenomenon of tight-1-nave braking that occurs when turning when driving in 4-wheel drive. lyl.
(従来伎術)
上述のタイトコーナブレーキング現象を回避する手段と
して、従来、前・後輪の駆動系の中間位置に、センタデ
フを介設して;前・後輪の回転速度の差をセンタデフで
吸収する方法があるが、この場合、構造の複雑化と同時
に、車体重りが嵩む問題点を有する。(Conventional technique) As a means to avoid the above-mentioned tight corner braking phenomenon, conventionally, a center differential was installed at an intermediate position between the front and rear wheel drive systems; There is a method of absorbing this by using a method, but this method has the problem of complicating the structure and increasing the weight of the vehicle.
他の方法としては、後輪側の駆動系にクラッチ ゛を
介設し、転舵角センサによりタイトコーナの旋回を検出
して、上述のクラッチを操作し、後輪側の駆動力の伝達
品を少なくして吸収する方法(例えば特開昭58−20
521号公報)があるが、この場合、転舵角センサによ
り検出される旋回状態と、実際の車両の旋回状態とは必
ずしも一致しないため、タイトコーナの旋回であるにも
かかわらず、クラッチ制御が行なわれない動作の不良、
あるいはタイトコーナでない旋回でクラッチを操作する
誤操作笠の問題点を有していた。Another method is to interpose a clutch in the rear wheel drive system, detect tight corner turns using a steering angle sensor, and operate the clutch described above to control the rear wheel drive power transmission component. A method of reducing and absorbing the amount (for example, JP-A-58-20
However, in this case, the turning state detected by the steering angle sensor does not necessarily match the actual turning state of the vehicle, so clutch control is not performed even though the turning is in a tight corner. malfunction,
Another problem is that the clutch is erroneously operated when turning a corner that is not a tight corner.
(発明の目的)
この発明の目的は、前・後輪の内、駆動・非駆動に切換
えられる側の駆動輪における左右輪の回転数の差を検出
して、2輪駆動に切換えることで、確実にタイトコーナ
の旋回を検出して、確実にタイトコーナブレーキングの
現象を回避することのできる4輪駆動車の提供にある。(Objective of the Invention) The object of the present invention is to detect the difference in rotational speed between the left and right wheels of the front and rear wheels that are switched to driving and non-driving, and to switch to two-wheel drive. To provide a four-wheel drive vehicle that can reliably detect tight corner turning and reliably avoid tight corner braking.
(発明の構成)
この発明は、前・後輪の内、駆動・非駆動に切換えられ
る側の駆動輪にJ5ける左右輪の回転数を検出すると共
に、両回転数の差を検出し、この差が所定値以上か未:
市かを検出する回転数検出手段の検出信号を受けて、左
右輪の回転数の差が所定値以上あるときは2輪駆動に、
上記差が所定値未満のとは4輪駆動にするように、制御
手段で2−4輪駆動切換え用クラッチを断続制i20づ
る4輪駆動車であることを特徴とする。(Structure of the Invention) This invention detects the rotational speed of the left and right wheels of J5 on the side that is switched to drive/non-drive among the front and rear wheels, and detects the difference between the two rotational speeds. Whether the difference is greater than or equal to the specified value:
In response to a detection signal from the rotation speed detection means that detects the engine speed, if the difference between the rotation speeds of the left and right wheels exceeds a predetermined value, the system switches to two-wheel drive.
The vehicle in which the difference is less than a predetermined value is characterized in that the vehicle is a four-wheel drive vehicle in which the control means uses an intermittent control i20 to switch between two-wheel drive and four-wheel drive.
すなわち、第1図に示ずように、萌・後輪10は、駆動
時と、非駆動時とに切換えられる切換え駆動輪11と、
駆動力が直接伝達される直接駆動輪12とを有し、直接
駆動輪12はエンジン13に連結されるミッション義4
iiS 14からの出力が直接伝達され、切換え駆動輪
11は2−4輪駆動切換え用クラッチ15を介して出力
が伝達され、上記切換え駆動輪11の左右輪16のそれ
ぞれの回転数を検出すると共に、両回°転数の差を検出
する回転数検出手段17を設け、この回転数検出手段1
7の検出信号が、左右輪16の回転数の燈が所定値以上
あるときは2輪駆すJに、上記差が所定値未満のきとは
4輪駆動にするように、制御手段18で前記2−4輪駆
動切換え用クラッチを断続制御する4輪駆動車であるこ
とを特徴とJる。That is, as shown in FIG. 1, the moe/rear wheel 10 has a switching drive wheel 11 that can be switched between driving and non-driving.
and a direct drive wheel 12 to which driving force is directly transmitted, and the direct drive wheel 12 is a transmission gear 4 connected to an engine 13.
The output from the iiS 14 is directly transmitted, and the output is transmitted to the switching drive wheel 11 via the 2-4 wheel drive switching clutch 15. , a rotation speed detection means 17 for detecting the difference between the two rotation speeds is provided, and this rotation speed detection means 1
The control means 18 controls the control means 18 so that when the detection signal 7 indicates that the rotational speed light of the left and right wheels 16 is above a predetermined value, the drive is set to two-wheel drive, and when the difference is less than a predetermined value, the drive is set to four-wheel drive. J is characterized in that the vehicle is a four-wheel drive vehicle in which the clutch for switching between two-wheel drive and four-wheel drive is controlled on and off.
(発明の効果)
この発明は、上述のように切換え駆動輪の左右輪の回転
差によってタイトコーナの旋回を検出するので、この旋
回の検出が正確に得られて、信頼度が高められ、この検
出信号によって、タイトコーナの旋回では2輪駆動に切
換えられることで、確実にタイトコーナブレーキングの
現象が回避される。(Effects of the Invention) As described above, this invention detects a turn in a tight corner based on the rotation difference between the left and right wheels of the switching drive wheels. The signal causes the vehicle to switch to two-wheel drive when turning in tight corners, thereby reliably avoiding the phenomenon of tight corner braking.
さらに、切換え駆動輪の左右輪の回転差を検出づ゛るこ
とは、この左右輪が非駆動のとき接地圧で回転されてい
るので、正確な回転数が検出でき、タイトコーナを扱け
て4輪駆動に戻るとき、素早く動作されて、円滑な4輪
駆動の復帰ができる。Furthermore, by detecting the difference in rotation between the left and right wheels of the switching drive wheel, since the left and right wheels are rotated by the ground pressure when not being driven, accurate rotation speed can be detected and tight corners can be handled easily. When returning to wheel drive, it is operated quickly, allowing smooth return to four-wheel drive.
しかも、直接駆動輪にデフロックが設けられた場合、こ
の直接駆動輪側で左右輪の回転数を検出づるようにした
ときは、デフロック時に左右輪の回転数を検出すること
ができなくなるが、切1灸え駆動輪側で回転数を検出す
ると、デフロックに干渉されることなく、左右輪の回転
数を検出することができる。Moreover, when a differential lock is installed on the directly driven wheels, if the directly driven wheels are used to detect the rotational speed of the left and right wheels, the rotational speed of the left and right wheels cannot be detected when the differential is locked. 1) When the rotation speed is detected on the driving wheel side, the rotation speed of the left and right wheels can be detected without being interfered with by the differential lock.
(実施例) この発明の一実施例を以下図面に基づいて詳述する。(Example) An embodiment of the present invention will be described in detail below based on the drawings.
図面は4輪駆動車を示し、第2図において、エンジン1
3の出力はミッション機溝(トランスミッション)14
に伝達され、このミッションBl に、t。The drawing shows a four-wheel drive vehicle, and in FIG.
3 output is transmission machine groove (transmission) 14
In this mission Bl, t.
14の出力はトランス7719に人力され、このトラン
スファ19には2−4輪駆動切換え用クラッチ15が設
けられている。14 is manually supplied to a transformer 7719, and this transfer 19 is provided with a clutch 15 for switching between two-wheel drive and four-wheel drive.
駆動輪は、駆動・非常駆動とに切換えられる切換え駆動
輪としての前輪11と、直接駆動輪としての後輪12と
を何し、それぞれ左右の2輪によって構成され、前輪1
1はトランスフッ11つよりフロント駆!lll1ll
+ 20、フロントデフ21、フロント車軸22.22
を介して接続され、また後輪12はリヤ駆動軸23、す
A7デフ24、すX7車@25.25を介して接続され
、前輪11は114述の2−4輪駆動切換え用クラッチ
15の操1′「で、駆動・非駆動に切換えられ、後輪1
2はミッション義(1°1114からの出力で直接駆動
される。The drive wheels include a front wheel 11 as a switching drive wheel that can be switched between drive and emergency drive, and a rear wheel 12 as a direct drive wheel.
1 is front drive than 11 transformers! lll1ll
+ 20, front differential 21, front axle 22.22
The rear wheels 12 are connected via the rear drive shaft 23, the A7 differential 24, and the X7 car @25.25, and the front wheels 11 are connected via the 2-4 wheel drive switching clutch 15 described in 114. Operation 1' is used to switch between drive and non-drive, and the rear wheel 1
2 is directly driven by the output from the mission (1°1114).
上述の2−4輪駆動VJ換え用クラッチ15は]ントロ
ーラ26によって切換え制御され、このコントローラ2
6には、前輪11の左右フロント車’1t22.22の
回転数を検出するピックアップセンサ27,27の信号
が入力される。The above-mentioned 2-4 wheel drive VJ switching clutch 15 is switched and controlled by a controller 26.
Signals from pickup sensors 27, 27 that detect the rotational speed of the left and right front wheels 1t22, 22 of the front wheels 11 are input to 6.
上述のコントローラ26は周知のマイクロコンピュータ
によって構成され、上述のピックアップセンサ27.2
7の電気信号は、それぞれ左右輪16L、16Rの回転
数を示す検出信号に変換され、各回転数の差を算出し、
この回転差が所定値α以上あるとき、タイトコーナの旋
回であると判定する。The above-mentioned controller 26 is constituted by a well-known microcomputer, and the above-mentioned pickup sensor 27.2
The electrical signals of 7 are converted into detection signals indicating the rotation speeds of the left and right wheels 16L and 16R, and the difference between the respective rotation speeds is calculated.
When this rotational difference is greater than or equal to the predetermined value α, it is determined that the turning is in a tight corner.
上述の所定値αは、例えば、車両の最小回転半径で生じ
る回転差の70%〜80%の回転差に設定されている。The above-mentioned predetermined value α is set, for example, to a rotation difference of 70% to 80% of the rotation difference that occurs at the minimum turning radius of the vehicle.
第3図は前述のトランスファ19を示し、入力+1伯3
1と出力軸32とは同軸上に分離して配置され、入力軸
31には低速用クラッチ33と、高速用クラッチ34が
設けられ、高速用クラッチ34の出力側は、出力i1’
1l132の内側軸端に連設された入力ギヤ35の内側
面に形成され、この高速用クラッチ34がON i=
srされることで、入力rld+ 31の出力が直1り
出力軸32に1云達される。FIG. 3 shows the aforementioned transfer 19, with input +1 and 3.
1 and the output shaft 32 are arranged coaxially and separately, and the input shaft 31 is provided with a low speed clutch 33 and a high speed clutch 34, and the output side of the high speed clutch 34 is connected to the output i1'.
It is formed on the inner surface of the input gear 35 connected to the inner shaft end of the 1l132, and this high-speed clutch 34 is ON i=
By being sr, the output of the input rld+ 31 is directly delivered to the output shaft 32.
前述の低速用クラッチ33の出力側には出カギ1736
が形成されて、入力軸31の軸上に軸受を介して軸支さ
れ、この出カギ1736は減速ギヤ37.38の入力側
37どll11合し、その出力側389ま前述の入カギ
1−35ど噛合し、また減速ギヤ37.38はケース3
9に架設された支軸40に軸受を介して軸支されている
。An output key 1736 is provided on the output side of the aforementioned low speed clutch 33.
is formed and is supported on the shaft of the input shaft 31 via a bearing, and this output key 1736 is engaged with the input side 37 of the reduction gear 37.38, and its output side 389 is connected to the input key 1- 35 meshes, and reduction gears 37 and 38 are case 3.
It is rotatably supported via a bearing on a support shaft 40 installed at 9.
前述の出力軸32には2−4輪駆動切換え用クラッチ1
5が設けられ、このクラッチ15の出力側には、フロン
ト駆IJ+用の出力スプロケット41が形成されて、出
力IPII32の°軸上に軸受を介して1pJi支され
ている。The above-mentioned output shaft 32 is equipped with a clutch 1 for switching between 2-4 wheel drive.
An output sprocket 41 for the front drive IJ+ is formed on the output side of the clutch 15, and is supported by 1 pJi on the ° axis of the output IP II 32 via a bearing.
上述のケース39の下方部にはフロント駆動用の入力ス
ブロクーット42が°咄受を介して軸支され、前述の出
力スブロクット41との間にチェーン43が張設されて
いる。An input subblock 42 for front drive is pivotally supported in the lower part of the case 39 via a support, and a chain 43 is stretched between the input subblock 42 and the output subblock 41 described above.
上述の駆動系によれば、低速用クラッチ33をON操f
′l″Tると、人力の駆動力は出力ギヤ36、減速ギt
37.38、入力ギヤ35を介して出力軸32が駆動さ
れ、また高速用クラッチ34がON操作されると、直接
出力軸32が駆動される。According to the drive system described above, when the low speed clutch 33 is turned on f
'l''T, the human power is transferred to the output gear 36 and the reduction gear t.
37.38, the output shaft 32 is driven via the input gear 35, and when the high-speed clutch 34 is turned on, the output shaft 32 is directly driven.
また2−4輪駆動切換え用クラッチ15がON操作され
ると、出力軸32の駆動力は出力スプロケット41、チ
ェーン43を介して入カスブロケット42が駆動される
。When the 2-4 wheel drive switching clutch 15 is turned on, the driving force of the output shaft 32 drives the input sprocket 42 via the output sprocket 41 and the chain 43.
そして、出力軸32の外端に固定されたフランジ44は
、前述のりV駆動@23に連結されて後輪12を駆動し
、また入カスブロケット42の出力側に連設されたフラ
ンジ45は、フロント駆動軸20に連結されて前輪11
を駆動する。A flange 44 fixed to the outer end of the output shaft 32 is connected to the above-mentioned V drive@23 to drive the rear wheel 12, and a flange 45 connected to the output side of the input cast brocket 42 is connected to the front The front wheel 11 is connected to the drive shaft 20.
to drive.
前述のケース39の上部には、プレッシャレギュレータ
バルブ46、マニュアルバルブ47、シフトバルブ48
が設りられている。A pressure regulator valve 46, a manual valve 47, and a shift valve 48 are installed in the upper part of the case 39 mentioned above.
is set up.
上)小のブレッシA?レギュレータバルブ4Gは、入力
1割31の入力側に設けられた油圧ポンプ49のポンプ
吐出圧を一定の圧力に制御する。Above) Small Blessi A? The regulator valve 4G controls the pump discharge pressure of the hydraulic pump 49 provided on the input side of the input 10% 31 to a constant pressure.
またマニュアルバルブ47は操作レバー50をドライバ
が操作することで、オート、マニュアルの切換え操作を
行なうと共に、これに連動して2−4輪駆動切換え用ク
ラッチ15か操作されて、2輪駆動と4輪駆動とに切換
えられる。Further, the manual valve 47 performs a switching operation between auto and manual by operating the operating lever 50 by the driver, and in conjunction with this, the clutch 15 for 2-4 wheel drive switching is operated to switch between 2-wheel drive and 4-wheel drive. Can be switched to wheel drive.
またシフトバルブ48(よ、前述のコントローラ26に
より、ソレノイド弁51が操作されることで、2−4輪
駆動切換え用クラッチ15が操作されて、2輪駆動と4
輪駆動とに切換えられる。In addition, when the solenoid valve 51 is operated by the shift valve 48 (the above-mentioned controller 26), the clutch 15 for switching between 2-wheel drive and 4-wheel drive is operated.
Can be switched to wheel drive.
なお、シフトバルブ48からの油路52は、2−4輪駆
動VJ換え用クラッチ15のビス1−ン53の背面側に
接続され、圧油がこ机に供給されることによって、ピス
トン53が可動し、クラッチがONに操作される。The oil passage 52 from the shift valve 48 is connected to the back side of the screw 1-53 of the 2-4 wheel drive VJ exchange clutch 15, and the piston 53 is moved by supplying pressure oil to this mechanism. It moves and the clutch is turned on.
なお、前述の低速用、高速用のクラッチ33゜34も同
様に(構成されている。Note that the low-speed and high-speed clutches 33 and 34 described above are constructed in the same manner.
第4図は、110述の操作レバー50の操作位置を示し
、Aはオート位;心であって、2−4輪駆動切換えが自
動的に行なわれる。この場合の/1輪駆動は高速用クラ
ッチ34がONされて1高速駆動のみに設定されている
。FIG. 4 shows the operating position of the operating lever 50 described in 110, where A is the auto position, and 2-4 wheel drive switching is automatically performed. In this case, the high speed clutch 34 is turned ON and the /1 wheel drive is set to only 1 high speed drive.
B、C,Dはドライバによるマニ」、アル操作の位置で
あって、C位置は2輪駆動の操作位置であって、2−4
輪駆動切換え用クラッチ15はOFFに操作される。C
位置は高速4輪駆動の位置であって、高速用クラッチ3
4.2−4輪駆動切換え用クラッチ15がONに操作さ
れる。C位置は低速4輪駆動の位置であって、低速用ク
ラッチ33.2−4輪駆動切換え用クラッチ15がON
操作される。B, C, and D are the driver's manual operation positions, and C position is the two-wheel drive operation position, and the 2-4
The wheel drive switching clutch 15 is operated OFF. C
The position is the high-speed four-wheel drive position, and the high-speed clutch 3
4.2-4 wheel drive switching clutch 15 is operated to ON. The C position is a low-speed four-wheel drive position, and the low-speed clutch 33.2-four-wheel drive switching clutch 15 is ON.
Be manipulated.
なお、上述の操作レバー50の各操作位置は適宜のセン
サによって検出される。Note that each operating position of the above-mentioned operating lever 50 is detected by an appropriate sensor.
上述のように構成した4輪駆動車の2−4輪駆動切換え
の動作を第5図を参照して説明する。本実施例において
は、操作レバー50がオート位置にあるとき、発進時及
び車輪スリップ時には、車輪のグリップ力を高めるため
自動的に4輪駆動に制御されるようになっている。The operation of switching between 2-wheel drive and 4-wheel drive in the 4-wheel drive vehicle configured as described above will be explained with reference to FIG. In this embodiment, when the operating lever 50 is in the auto position, four-wheel drive is automatically controlled to increase the grip force of the wheels when starting or when the wheels slip.
第1ステツプ61で、操作レバー50がオート位置Aか
否かを、操作レバー50に設けられたセンサ(図示省略
)の出力に基づいて判定し、オート位faAであること
が判定されると、第2スデツプ62で、車両が発進u、
′iか否かが判定され、この判定【ま車両の運転状態を
検出することで行なわれ、発進状態でないと判定される
と、第3ステツプ63でQ1輪のスリップが判定される
。すなわら、後輪12のりV車’tTl12b、25に
は、この回転数を検出するピックアップセンサ(図示省
略)が設けられ、前・後輪の回転数を算出して竹輪11
と後輪12との回転数を比較して、車輪のスリップ状態
を検出する。In a first step 61, it is determined whether or not the operating lever 50 is in the auto position A based on the output of a sensor (not shown) provided on the operating lever 50, and when it is determined that it is in the auto position faA, At the second step 62, the vehicle starts u,
This determination is made by detecting the driving state of the vehicle, and if it is determined that the vehicle is not in the starting state, it is determined in a third step 63 that the Q1 wheel is slipping. In other words, the rear wheel 12's V vehicle 'tTl 12b, 25 is provided with a pickup sensor (not shown) that detects this rotation speed, and calculates the rotation speed of the front and rear wheels to detect the rotation speed of the bamboo wheel 11.
The rotational speed of the rear wheel 12 and the rear wheel 12 are compared to detect the slip state of the wheel.
そして車輪がスリップしていないと判定されると、以下
のステップに進んで、タイ1−コーナに対するブレーキ
ング現象の回避処理が行なわれる。If it is determined that the wheels are not slipping, the process proceeds to the following steps, and braking phenomenon avoidance processing for the tie 1 corner is performed.
すなわち、第4.第5ステ°ツブ64.65で、前輪1
1の左右輪16L、16Rの回転数NL。That is, 4th. 5th step knob 64.65, front wheel 1
Rotation speed NL of left and right wheels 16L and 16R of 1.
NRをピックアップセンサ27.27の出力に基づいて
検出し、
第6ステツプ66で、上述の両回転数NL、NRの差を
停出し、この回転数の差が前述した所定値αより大きい
かを判定し、小さいと判定されたときは、タイトコ−犬
の旋回ではないと判定されて、
第7ステツプ67で、シフトバルブ48のソレノイド弁
51がON操作され、2−4輪駆動切換え用クラッチ1
5はON操作されて、前輪11、後幅12共に駆動され
る。NR is detected based on the output of the pickup sensor 27.27, and in a sixth step 66, the difference between the above-mentioned two rotational speeds NL and NR is determined, and it is determined whether the difference between the rotational speeds is larger than the above-mentioned predetermined value α. If it is determined to be smaller, it is determined that it is not a tight dog turn, and in the seventh step 67, the solenoid valve 51 of the shift valve 48 is turned on, and the 2-4 wheel drive switching clutch 1 is turned on.
5 is turned on, and both the front wheels 11 and the rear wheels 12 are driven.
上述の第6ステツプ66の判定で、所定値αよりも大き
いと判定されたときは、タイトコ−大の旋回であると判
定されて、
第8ステツプ68で、シフトバルブ48のソレノイド弁
51がOFF操作され、2−4輪駆動切換え用クラッチ
15はOFF操作されて、後輪12のみ駆動され、前輪
11は非駆動状態となる。When it is determined in the above-mentioned sixth step 66 that the turning is larger than the predetermined value α, it is determined that the turn is a tight turn, and in the eighth step 68, the solenoid valve 51 of the shift valve 48 is turned off. Then, the 2-4 wheel drive switching clutch 15 is turned off, so that only the rear wheels 12 are driven and the front wheels 11 are not driven.
その結果、タイトコーナブレーキングの現象が回避され
る。As a result, the phenomenon of tight corner braking is avoided.
前述の第1ステツプ61で、操作レバー50がオー1ル
位置へでないと判定されたときtよ、第9ステツプ69
で、操作レバー50が4輪駆動の位置C,Dか否かが判
定され、4輪駆動が判定されると、第4ステツプ64に
スキップして、萌述同様タイトコーナに対するブレーキ
ング現象の回避処理が行なわれる。゛
上述のステップ69で、4輪駆動の位置C,Dが判定さ
れない場合は、2輪駆動であるので、第8ステツプ68
にスキップされる。When it is determined in the first step 61 that the operating lever 50 is not in the oar position, the ninth step 69
Then, it is determined whether the operating lever 50 is in the 4-wheel drive position C or D, and when the 4-wheel drive is determined, the process skips to the fourth step 64 and performs braking phenomenon avoidance processing for tight corners as described above. will be carried out.゛If the four-wheel drive positions C and D are not determined in step 69 above, it is two-wheel drive, so the eighth step 68
will be skipped to.
前述の第2ステツプ62で、発進時でないと判定された
とぎ(走行中)、あるいは第3ステツプ63でスリップ
が検出されると、第7ステツプ67にスキップされて、
ソレノイド弁51をONt、。When it is determined in the second step 62 that the vehicle is not starting (while the vehicle is running), or if a slip is detected in the third step 63, the process skips to the seventh step 67.
Turn on the solenoid valve 51.
て4輪駆動状態になる。The vehicle enters four-wheel drive mode.
上述の実施例のように、前輪11の左右輪16L、16
Rの回転差を検出してタイトコーナの旋回を検出して、
2輪駆動に切換えることで、確実にタイトコーナブレー
キング″11を回iHすることができる。As in the above embodiment, the left and right wheels 16L, 16 of the front wheel 11
Detects the rotation difference between R and detects turning in a tight corner.
By switching to two-wheel drive, tight corner braking ``11'' can be reliably performed.
この発明と上述の実施例の構成の対応において、この発
明の回転数検出手段は、実施例のピックアップセンサ2
7.27と第4〜第6ステツプ64〜66の処理に対応
し、
また制御手段は、シフトバルブ48と第6〜第8ステツ
プ66〜68の処理に対応し、その他の構成は、実施例
の同一部品名に対応する。In the correspondence between the configurations of this invention and the embodiments described above, the rotation speed detection means of the invention is similar to the pickup sensor 2 of the embodiments.
7.27 and the processing of the fourth to sixth steps 64 to 66, and the control means corresponds to the shift valve 48 and the processing of the sixth to eighth steps 66 to 68. Corresponds to the same part name.
図面はこの発明の一実施例を示し、
第1図はこの発明の47.l成図、
第2図は実施例の4輪駆1FIJ車の構成図、第3図は
トランスファの前面図、
第4図は操作レバーの平面図、
第5図はフローチャートである。
10・・・前・後輪 11・・・切換え駆動輪(前輪
)12・・・直接駆動輪(後輪) 13・・・エンジ
ン14・・・ミッション礪構
15・・・2−4輪駆動切換え用クラッチ16.16L
、16R・・・左右輪
17・・・回転数検出手段 18・・・制御手段26・
・・コントローラ
27・・・ピックアップセンサ
10・・・肋Xi合
第4図
第5図The drawings show an embodiment of the invention, and FIG. 1 shows an embodiment of the invention. 2 is a configuration diagram of the four-wheel drive 1FIJ vehicle of the embodiment, FIG. 3 is a front view of the transfer, FIG. 4 is a plan view of the operating lever, and FIG. 5 is a flowchart. 10...Front/rear wheels 11...Switchable drive wheels (front wheels) 12...Direct drive wheels (rear wheels) 13...Engine 14...Mission enclosure 15...2-4 wheel drive Switching clutch 16.16L
, 16R... Left and right wheels 17... Rotation speed detection means 18... Control means 26.
・・Controller 27・・Pickup sensor 10・・Rib Xi combination Fig. 4 Fig. 5
Claims (1)
前・後輪の一方へ直接伝達すると 共に、前・後輪の他方へは2−4輪駆動切 換え用クラッチを介して伝達するように構 成された4輪駆動車であって、 上記前・後輪の他方の左右輪の回転数を検 出すると共に、両回転数の差を検出し、こ の差が所定値以上か未満かを検出して検出 信号を出力する回転数検出手段と、 上記回転数検出手段の検出信号を受けて、 左右輪の回転数の差が所定値以上にあると きは2輪駆動に、上記差が所定値未満のと きは4輪駆動にするように、前記2−4輪 駆動切換え用クラッチを断続制御する制御 手段 とを備えた4輪駆動車。[Claims] 1. The output from the transmission mechanism connected to the engine is directly transmitted to one of the front and rear wheels, and the output is transmitted to the other of the front and rear wheels via a 2-4 wheel drive switching clutch. A four-wheel drive vehicle configured to transmit transmission, which detects the rotational speed of the other front and rear wheels, and detects the difference between the two rotational speeds, and whether this difference is greater than or equal to a predetermined value or less than a predetermined value. a rotation speed detection means for detecting whether the rotation speed is high and outputting a detection signal; a four-wheel drive vehicle, comprising: a control means for controlling the 2-4 wheel drive switching clutch to engage and engage so that the 2-4 wheel drive switching clutch is switched to 4-wheel drive when the is less than a predetermined value.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20124484A JPS6177527A (en) | 1984-09-25 | 1984-09-25 | 4-wheel driving car |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20124484A JPS6177527A (en) | 1984-09-25 | 1984-09-25 | 4-wheel driving car |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6177527A true JPS6177527A (en) | 1986-04-21 |
Family
ID=16437723
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP20124484A Pending JPS6177527A (en) | 1984-09-25 | 1984-09-25 | 4-wheel driving car |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6177527A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01168528A (en) * | 1987-11-23 | 1989-07-04 | Steyr Daimler Puch Ag | Drive for automobile |
JP2014094592A (en) * | 2012-11-07 | 2014-05-22 | Kubota Corp | Drive control mechanism for work vehicle |
KR20160097909A (en) * | 2015-02-10 | 2016-08-18 | 현대자동차주식회사 | Drive system protection method of vehicle |
US9694679B2 (en) | 2012-11-07 | 2017-07-04 | Kubota Corporation | Drive control system for work vehicle |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6171224A (en) * | 1984-09-13 | 1986-04-12 | Fuji Heavy Ind Ltd | Brake phenomena detecting device for four wheel drive car |
-
1984
- 1984-09-25 JP JP20124484A patent/JPS6177527A/en active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6171224A (en) * | 1984-09-13 | 1986-04-12 | Fuji Heavy Ind Ltd | Brake phenomena detecting device for four wheel drive car |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01168528A (en) * | 1987-11-23 | 1989-07-04 | Steyr Daimler Puch Ag | Drive for automobile |
JPH0674457U (en) * | 1987-11-23 | 1994-10-21 | シユタイル−ダイムレル−プーフ・アクチエンゲゼルシヤフト | Automotive drive |
JP2014094592A (en) * | 2012-11-07 | 2014-05-22 | Kubota Corp | Drive control mechanism for work vehicle |
US9694679B2 (en) | 2012-11-07 | 2017-07-04 | Kubota Corporation | Drive control system for work vehicle |
KR20160097909A (en) * | 2015-02-10 | 2016-08-18 | 현대자동차주식회사 | Drive system protection method of vehicle |
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