JPS6320229A - Four wheel drive device - Google Patents
Four wheel drive deviceInfo
- Publication number
- JPS6320229A JPS6320229A JP16302986A JP16302986A JPS6320229A JP S6320229 A JPS6320229 A JP S6320229A JP 16302986 A JP16302986 A JP 16302986A JP 16302986 A JP16302986 A JP 16302986A JP S6320229 A JPS6320229 A JP S6320229A
- Authority
- JP
- Japan
- Prior art keywords
- torque
- wheel drive
- planetary gear
- clutch
- gear device
- 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
- 238000009826 distribution Methods 0.000 abstract description 22
- 230000005540 biological transmission Effects 0.000 abstract description 10
- 230000001934 delay Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
この発明は、センターデフとしてプラネタリギヤ装置を
備えるフルタイム式4輪駆動車において、前、1f2輪
の駆動トルク配分を任意に制御して、操縦性、安定性お
よび走行性能を、目的または好みに応じて変化させるこ
とが可能なトルク配分制御装置に関づる。In a full-time four-wheel drive vehicle equipped with a planetary gear device as a center differential, the present invention arbitrarily controls the drive torque distribution between the front and 1st two wheels to improve maneuverability, stability, and driving performance according to purpose or preference. The present invention relates to a torque distribution control device that can change the torque distribution.
従来、センターデフ付の4輪駆動車に関しては、例えば
特開昭55−72420号公報に示されるように、レン
ターデフ装置にディファレンシャルギヤを用い、その作
動制限用としてセンターデフ装置をロックするドッグク
ラッチを設けたものがある。Conventionally, for four-wheel drive vehicles with a center differential, a differential gear is used in the renter differential device, and a dog clutch is used to lock the center differential device to limit the operation, as shown in Japanese Patent Laid-Open No. 55-72420, for example. There is something set up.
【発明が解決しようとする問題点)
ところで、上記先行技術の構成のものにあっては、セン
ターデフ装置のディファレンシャルギA7は機構上2つ
のサイドギヤの径が同一になっているため、前、後輪の
トルク配分は常に略等分になる。従って、そのトルク配
分を積極的に変化させることはできなかった。またドッ
グクラッチは、前、後輪の一方が空転した場合の緊急脱
出用としで、ディファレンシャルギヤを一体的にロック
するデフロック機能を有するにすぎなかった。
ここで4輪駆動車では、前、後輪のトルク配分を各種走
行条件に基づいて変化させると、走行性能以外に旋回性
、″12定性などの操縦安定性も向上させ得ることが知
られている。そこでセンターデフ付のフルタイム式4輪
駆動車においても、トルり配分を積極的に制御して、操
縦性、安定性および走行性能の向上を図ることが望まれ
ている。
この発明は、このような点に鑑みてなされたもので、積
極的に前、後輪のトルク配分を変えて、操縦性、安定性
および走行性能を、目的または好みに応じて変化させる
ことができる4輪駆動装置を提供することを目的とする
。
【問題点を解決するための手段】
上記した目的を達成するため、この発明は、センターデ
フとしてプラネタリギヤ装置を用いた4輪駆動車におい
て、前輪側駆動軸と上記プラネタリギヤ装置との間にギ
ヤ機構を介して油圧式多板クラッチを設け、リヤトルク
がフロントトルクよりも大きい状態と、両トルクがほぼ
等しい状態とを選択できるようにしたものである。[Problems to be Solved by the Invention] By the way, in the configuration of the prior art described above, since the differential gear A7 of the center differential device has two side gears having the same diameter due to the mechanism, the front and rear The torque distribution between the wheels is always approximately equal. Therefore, it was not possible to actively change the torque distribution. In addition, the dog clutch was used for emergency escape in the event that one of the front and rear wheels spun, and only had a differential lock function that integrally locked the differential gear. In four-wheel drive vehicles, it is known that by changing the torque distribution between the front and rear wheels based on various driving conditions, it is possible to improve not only driving performance but also steering stability such as turning performance and "12 constant". Therefore, even in full-time four-wheel drive vehicles equipped with a center differential, it is desired to actively control torque distribution to improve maneuverability, stability, and driving performance. , was developed in consideration of these points, and is a four-wheel vehicle that can actively change the torque distribution between the front and rear wheels to change maneuverability, stability, and driving performance according to purpose or preference. An object of the present invention is to provide a drive device. [Means for solving the problems] In order to achieve the above-mentioned object, the present invention provides a front wheel drive system in a four-wheel drive vehicle using a planetary gear device as a center differential. A hydraulic multi-plate clutch is provided between the shaft and the planetary gear device via a gear mechanism, and a state where the rear torque is greater than the front torque and a state where both torques are approximately equal can be selected.
【作 用l
上記構成に基づき、油圧式多板クラッチがオフの状態で
は、トランスミッションからの駆動トルクはセンターデ
フとしてのプラネタリギヤ装置を介して前、後輪へそれ
ぞれ伝達され、その駆動力配分は、リヤトルクTRがフ
ロントトルクTFよりも大きな走行状態(TR>TF
)となる。一方、油圧式多板クラッチに油圧を加えてオ
ンとした状態では、前輪側駆動軸は上記プラネタリギヤ
装置を介してトランスミッションからの出力軸に直結さ
れ、前、後輪の駆動力配分は、TF 岬TRとなる。こ
の場合、油圧式多板クラッチへの油圧を連続的に変化さ
せれば、トルク配分を連続的に変化させることができ、
操縦性、安定性および走行性能を、目的または好みに応
じて選択することが可能となる。
【実 施 例】
以下、この発明の一実施例を図面に基づいて説明する。
図において符号1はトランスミッションケース、2はト
ランスミツシ」ンからの中空状の出力軸、3は前輪側駆
動軸で、出力軸2の中空部内に軸受1a、 1bを介し
て軸承されている。4は後輪側駆動軸で、軸受1c、
Idに軸承されている。5はプロペラ軸、6はリヤデフ
、γはセンターデフであるプラネタリギヤ装置で、サン
ギ’t77a、キャリヤ7bに軸支された複数個の遊星
ピニオン7Cおよびリングギヤ7dからなり、キャ”リ
ヤ7bはトランスミッションからの出力軸2に連結され
て一体に回転する。8は油圧式多板クラッチで、前輪側
駆動軸3に固着されたドラム8aと、プラネタリギヤ装
置7のキャリヤ7bk: 連結されたクラッチハブ8b
とからなる。9はリングギヤ7dの外側に一体に形成さ
れた第1歯車、10は後輪側駆動軸4に固着された第2
歯車である。11は油圧ポンプで、油圧POを発生する
。、12は制御バルブで、その開閉により油圧式多板ク
ラッチ8に印加する油圧Pを零からP maxまで変化
させる。13はトルク配分制御回路である。
次に、このように構成された4輪駆動装置の動作につい
て説明する。今、制御回路13からの信号で油圧ポンプ
11を駆動して油圧Paを発生させ、制御バルブ12に
オフ信号を与えてその出力油圧Pを略零にすると、油圧
が印加されないので油圧式多板クラッチ8はオフ状態と
なる。この状態では、トランスミッションからの出力軸
2の駆動力Tは、キャリヤ7bを介して遊星ビニオン7
Cを回転駆動し、サンギヤ7aから前輪側駆動軸3に、
またリングギヤ7dから第1歯車9.第2歯車10を経
て後輪側駆動軸4に、それぞれ駆動力が伝達される。こ
の場合、リヤトルクTRとフロントトルクTFとのトル
ク配分は、TR>TFとなる。このような後輪寄りの走
行状態では、旋回性や発進性が向上する。
一方、トルク配分制御回路13からのオン信号で制御バ
ルブ12から油圧Pを油圧式多板クラッチ8に印加する
と、クラッチハブ8bはドラム8aに接触し、発生する
クラッチトルクTCに応じて前輪側駆動軸3は、トラン
スミッションからの出力軸2に直結された状態となり、
その分だけフロントトルクTFが増大してTF #TR
となる。このように前、後輪の駆動トルク配分が略等し
い4輪駆動状態では、悪路などにおける走破性を最大限
に発揮することができる。この場合、油圧式多板クラッ
チ8へ印加する油圧Pを連続的に変化させれば、トルク
配分も連続的に変化するので、任意の配分比を選択する
ことができると共に、後輪駆動寄り一〇−
の走行状態から等トルク配分の4輪駆動への切換え等に
伴うショックを緩和することができる。
また、油圧式多板クラッチ8を使ってオフまたはオン制
御するので、従来のドッグクラッチのような作動の不円
滑や遅れなどの現象は発生せず、ボタン式制罪も可能と
なる。
さらに、油圧式多板クラッチ8に最大油圧を印加して前
、後輪側駆動軸3.4を各ギA2を介して直結した状態
で急制動をかけた場合でも、制御バルブ12の切換えで
油圧Pを瞬間的に下げて油圧式多板クラッチ8をオフし
、従来のドッグクラッチでは不確実であったが、直ちに
直結状態を解放して車両の安定性を確保することができ
る。
なお、上記実施例では、油圧式多板クラッチ8を用いて
前、後輪の駆動トルク配分を制御づるようにしていたが
、油圧式に限定するものではなく、電磁クラッチまたは
電動クラッチあるいは空気圧式多板クラッチを用いても
、同様な効果を1qることができる。[Operation l] Based on the above configuration, when the hydraulic multi-plate clutch is off, the driving torque from the transmission is transmitted to the front and rear wheels through the planetary gear device as a center differential, and the driving force distribution is as follows: Driving condition where rear torque TR is greater than front torque TF (TR > TF
). On the other hand, when hydraulic pressure is applied to the hydraulic multi-disc clutch and it is turned on, the front wheel drive shaft is directly connected to the output shaft from the transmission via the planetary gear device, and the driving force distribution between the front and rear wheels is controlled by TF Misaki. Becomes TR. In this case, by continuously changing the oil pressure to the hydraulic multi-disc clutch, the torque distribution can be continuously changed.
Maneuverability, stability, and driving performance can be selected according to purpose or preference. [Embodiment] An embodiment of the present invention will be described below based on the drawings. In the figure, numeral 1 is a transmission case, 2 is a hollow output shaft from the transmission, and 3 is a front wheel drive shaft, which is supported within the hollow portion of the output shaft 2 via bearings 1a and 1b. 4 is the rear wheel side drive shaft, bearing 1c,
It is supported by the Id. 5 is a propeller shaft, 6 is a rear differential, and γ is a center differential. The planetary gear device is composed of a sun gear 77a, a plurality of planetary pinions 7C and a ring gear 7d that are pivotally supported by a carrier 7b, and the carrier 7b is connected to a transmission. It is connected to the output shaft 2 and rotates integrally. 8 is a hydraulic multi-plate clutch, which includes a drum 8a fixed to the front drive shaft 3, a carrier 7bk of the planetary gear device 7, and a connected clutch hub 8b.
It consists of. Reference numeral 9 indicates a first gear integrally formed on the outside of the ring gear 7d, and reference numeral 10 indicates a second gear fixed to the rear wheel drive shaft 4.
It's a gear. 11 is a hydraulic pump that generates hydraulic pressure PO. , 12 are control valves that change the hydraulic pressure P applied to the hydraulic multi-disc clutch 8 from zero to P max by opening and closing the control valves. 13 is a torque distribution control circuit. Next, the operation of the four-wheel drive device configured as described above will be explained. Now, if the hydraulic pump 11 is driven by the signal from the control circuit 13 to generate the hydraulic pressure Pa, and an off signal is given to the control valve 12 to make the output hydraulic pressure P approximately zero, no hydraulic pressure is applied, so the hydraulic multi-plate Clutch 8 is turned off. In this state, the driving force T of the output shaft 2 from the transmission is transmitted to the planetary pinion 7 via the carrier 7b.
C is rotationally driven, and from the sun gear 7a to the front wheel drive shaft 3,
Also, from the ring gear 7d to the first gear 9. The driving force is transmitted to the rear wheel side drive shaft 4 via the second gear 10, respectively. In this case, the torque distribution between rear torque TR and front torque TF is TR>TF. In such a driving state where the rear wheels are closer to each other, turning performance and starting performance are improved. On the other hand, when hydraulic pressure P is applied from the control valve 12 to the hydraulic multi-disc clutch 8 in response to an ON signal from the torque distribution control circuit 13, the clutch hub 8b comes into contact with the drum 8a, and the front wheels are driven according to the generated clutch torque TC. The shaft 3 is directly connected to the output shaft 2 from the transmission,
Front torque TF increases by that amount and TF #TR
becomes. In this four-wheel drive state in which the drive torque distribution between the front and rear wheels is approximately equal, it is possible to maximize drivability on rough roads. In this case, if the hydraulic pressure P applied to the hydraulic multi-disc clutch 8 is continuously changed, the torque distribution will also be continuously changed, so it is possible to select an arbitrary distribution ratio, and also to adjust the rear wheel drive bias. It is possible to alleviate the shock caused by switching from a driving state of 〇- to four-wheel drive with equal torque distribution. Furthermore, since the hydraulic multi-plate clutch 8 is used for off/on control, phenomena such as smooth operation and delays that occur with conventional dog clutches do not occur, and button-type control is also possible. Furthermore, even if sudden braking is applied with the maximum hydraulic pressure applied to the hydraulic multi-disc clutch 8 and the front and rear drive shafts 3.4 are directly connected via each gear A2, switching of the control valve 12 By instantly lowering the hydraulic pressure P and turning off the hydraulic multi-plate clutch 8, the direct connection can be immediately released and the stability of the vehicle can be ensured, unlike the conventional dog clutch, which was unstable. In the above embodiment, the hydraulic multi-disc clutch 8 is used to control the drive torque distribution between the front and rear wheels, but it is not limited to the hydraulic type, and may be an electromagnetic clutch, an electric clutch, or a pneumatic clutch. A similar effect can be obtained by using a multi-disc clutch.
以上の説明から明らかなように、この発明の4輪駆動装
置ににれば、センターデフとしてプラネタリギヤ¥装置
を用い、油圧式多板クラッチを付加して、前、後輪のト
ルク配分を積極的に変えるようにしたので、操縦性、安
定性および発進性・走行性を、目的または好みに応じて
変化させることができる。
また制動時には、油圧を瞬間的に下げて油圧式多板クラ
ッチをオフづ゛ることができるので、車両の安定性を確
保できる。As is clear from the above description, the four-wheel drive system of the present invention uses a planetary gear device as the center differential and adds a hydraulic multi-disc clutch to actively distribute torque between the front and rear wheels. Therefore, the maneuverability, stability, starting performance, and running performance can be changed according to the purpose or preference. Furthermore, during braking, the hydraulic pressure can be instantly lowered to turn off the hydraulic multi-plate clutch, ensuring vehicle stability.
図面はこの発明の一実施例を示す4輪駆動装置のスケル
トン図である。
2・・・トランスミッションからの出力軸、3・・・前
輪側駆動軸、4・・・後輪側駆動軸、7・・・プラネタ
リギ\7装詔、8・・・油圧式多板クラッチ、9 、1
0・・・歯車、12・・・制御バルブ、13・・・トル
ク配分制御回路。The drawing is a skeleton diagram of a four-wheel drive device showing one embodiment of the present invention. 2... Output shaft from transmission, 3... Front wheel side drive shaft, 4... Rear wheel side drive shaft, 7... Planetary gear \7 gear, 8... Hydraulic multi-plate clutch, 9 ,1
0... Gear, 12... Control valve, 13... Torque distribution control circuit.
Claims (1)
駆動車において、 前輪側駆動軸と上記プラネタリギヤ装置との間にギヤ機
構を介して油圧式多板クラッチを設け、リヤトルクがフ
ロントトルクよりも大きい状態と、両トルクがほぼ等し
い状態とを選択できるようにしたことを特徴とする4輪
駆動装置。[Claims] In a four-wheel drive vehicle using a planetary gear device as a center differential, a hydraulic multi-plate clutch is provided between the front wheel drive shaft and the planetary gear device via a gear mechanism, so that the rear torque is higher than the front torque. A four-wheel drive device characterized in that a state where both torques are large and a state where both torques are approximately equal can be selected.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16302986A JPS6320229A (en) | 1986-07-11 | 1986-07-11 | Four wheel drive device |
US07/016,759 US4744437A (en) | 1986-02-27 | 1987-02-20 | Power transmitting system for a four-wheel drive vehicle |
DE19873706459 DE3706459A1 (en) | 1986-02-27 | 1987-02-27 | POWER TRANSMISSION SYSTEM FOR A FOUR-WHEEL DRIVED VEHICLE |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16302986A JPS6320229A (en) | 1986-07-11 | 1986-07-11 | Four wheel drive device |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6320229A true JPS6320229A (en) | 1988-01-27 |
Family
ID=15765834
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP16302986A Pending JPS6320229A (en) | 1986-02-27 | 1986-07-11 | Four wheel drive device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6320229A (en) |
-
1986
- 1986-07-11 JP JP16302986A patent/JPS6320229A/en active Pending
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