JPS6334240A - Four wheel drive device for automobile - Google Patents
Four wheel drive device for automobileInfo
- Publication number
- JPS6334240A JPS6334240A JP17794686A JP17794686A JPS6334240A JP S6334240 A JPS6334240 A JP S6334240A JP 17794686 A JP17794686 A JP 17794686A JP 17794686 A JP17794686 A JP 17794686A JP S6334240 A JPS6334240 A JP S6334240A
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- clutch
- rear wheel
- drive system
- torque
- 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
- 230000005540 biological transmission Effects 0.000 claims abstract description 24
- 238000010586 diagram Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000003384 imaging method Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Landscapes
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
Description
【発明の詳細な説明】
(産業上の利用分野)
この発明は、流体j(自動変速機を備えた4輪駆動中(
△T式の4 W D )にお【フる4輪駆動装置の改良
に関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention provides a fluid j (four-wheel drive with automatic transmission)
△T-type 4WD) [Concerning improvements to the four-wheel drive system.
(従来の技術)
周知のように最近で・は、トルク−1ンバ−タ【(白J
i7+変速機を備えた4輪駆動中が実用化され(いる。(Prior art) As is well known, recently, torque-1 inverter [(white J
A four-wheel drive version with an i7+ transmission has been put into practical use.
(発明が解決しようとする問題点)
この種のA ’1式’l W l) Cは、他の形式の
自動中にはない次のよ゛)な問題かある。(Problems to be Solved by the Invention) This type of A '1 formula'l W l) C has the following problems that do not exist in other types of automation.
自動変38機を1〕レンジにし、プレー1を作動させて
停止しているアイドル状態においても、エンジンの駆動
1〜ルクが1〜ルク]ンバータを介して4輪駆動K b
Nの前輪駆動系および後輪駆動系へ印加されている。こ
の状態で、プ「1ペラシヤフト→リアデCノアレンシヤ
ル)後輪車軸→後輪タイヤ→後輪1ノスペンシ]ン−〉
ボアイの経路でI−ンジンおよび自動変速機からの振動
が伝わる。そのため、通常の八「式2 W Dの場合よ
りボディに伝わる振Φ力が大さ−くな−)でしまう。Even in an idling state where the automatic transmission is set to 1] range and stopped with play 1 activated, the engine's drive 1 to 1 ruq is activated via the 1 to 1000 ruq converter.
N is applied to the front wheel drive system and rear wheel drive system. In this state, ``1 rear shaft → rear wheel axle → rear wheel tire → rear wheel 1 nozzle''
Vibrations from the engine and automatic transmission are transmitted along the bore's path. Therefore, the vibration Φ force transmitted to the body is larger than in the case of the normal 8" formula 2WD.
この撮動を低減するため、プロペラシャフトに1〜リボ
ットタイプのジ−1インドを用い、振動化’rXを少な
くりる対策が提案されている。しかしこれに1J、る効
果は1分では(2い。In order to reduce this imaging, a measure has been proposed to reduce the vibration 'rX' by using a 1-ribot type G-1 India for the propeller shaft. However, the effect of 1J on this is 2 in 1 minute.
この発明はl−iホした従来の問題1:4pご鑑み4c
されtJムのて、τの[−1的は、△I」%: /I
W l)におい(、土?−jレンジ【アイドル状態のと
きのボfイ振動を大幅に低減できるようにした4輪駆動
装置を提供することにある。This invention is based on the previous problem 1: 4p, review 4c.
After tJ, τ's [-1 is △I''%: /I
W l) Odor (, Sat?-j range) [An object of the present invention is to provide a four-wheel drive device that can significantly reduce body vibration during idling.
なお、4輪駆動車において、プI]ペラシt・フルにク
ラッチを設けたものとしては特公昭00−236836
月公報などで知られている。In addition, in a 4-wheel drive vehicle, the one equipped with a clutch in the full position is the Tokuko Show 00-236836.
It is known for its monthly bulletin.
(問題点を解決するための手段)
そこでこの発明では、前輪駆動系または後輪駆動系への
1〜ルク伝達を遮断するためのクラッチ手段と、自動変
速機が走行レンジになっていて、かつアイドル状態のと
きに、このクラッチ手段を切断する制御手段とを設けた
。(Means for Solving the Problems) Therefore, in the present invention, the clutch means for cutting off the transmission of 1 to 100 mph to the front wheel drive system or the rear wheel drive system, and the automatic transmission is in the travel range, and A control means is provided for disconnecting the clutch means when the vehicle is in an idle state.
(作 用)
上記制御手段によって上記クラッチ手段が切断されると
、前輪駆動系または後輪駆動系へのトルク伝達がこのク
ラッチ手段の位IN(完全に遮断されるため、前述した
流体式自動変速機側からの振動伝達経路もこの点で遮断
され、ボディへ伝わる振動が大幅に少なくなる。(Function) When the clutch means is disconnected by the control means, the torque transmission to the front wheel drive system or the rear wheel drive system is at the level of this clutch means (IN) (because it is completely disconnected, the above-mentioned hydraulic automatic transmission The vibration transmission path from the machine side is also cut off at this point, significantly reducing the amount of vibration transmitted to the body.
(実施例)
第1図はこの発明の一実施例による4輪駆動装置の概略
構成を示している。図において、1は前輪、2は後輪で
、エンジン3はボディの前部に搭載され−(°いる。(Embodiment) FIG. 1 shows a schematic configuration of a four-wheel drive device according to an embodiment of the present invention. In the figure, 1 is the front wheel, 2 is the rear wheel, and the engine 3 is mounted at the front of the body.
エンジン3の出力は1〜ルク]ンバータ4を含む自動変
速機5を介しC4輪駆動装置のトランスファ6に入力さ
れる。この実施例のトランスファ6はセンターディファ
レンシャル7を含んでおり、このディファレンシャル7
によって変速機5がらのトルクを前輪側プロペラシャフ
ト8と後輪側プロペラシャフト9とに分配する構成であ
る。The output of the engine 3 is inputted to a transfer 6 of a C4 wheel drive system via an automatic transmission 5 including a 1 to 1 lux converter 4. The transfer 6 of this embodiment includes a center differential 7, and this differential 7
This configuration distributes the torque from the transmission 5 to the front propeller shaft 8 and the rear propeller shaft 9.
前輪側プロペラシャフト8の回転はフロントデrノアレ
ンジPル10を介して前車@11に伝わり、後輪側プロ
ペラシt・フル9の回転はクラッチ12およびリアディ
ファレンシャル13を介して後車軸14に伝わる。The rotation of the front propeller shaft 8 is transmitted to the front vehicle @ 11 via the front rear wheel arrangement 10, and the rotation of the rear propeller shaft 9 is transmitted to the rear axle 14 via the clutch 12 and rear differential 13. .
ここで本発明の11徴的な部分は、後輪側プロペラシャ
−ノ1−〇の途中にクラッチ12を設け、このクラップ
12を切断覆ることで後輪側へのトルク伝達を遮断でき
るようになっている点である。このクラッチ12を、第
2図のコントローラ15によって次のように制御する。Here, the eleventh characteristic part of the present invention is that a clutch 12 is provided in the middle of the rear wheel side propeller shaft 1-0, and by cutting and covering this clutch 12, the torque transmission to the rear wheel side can be interrupted. This is the point. This clutch 12 is controlled by the controller 15 shown in FIG. 2 as follows.
コントローラ15は、クラッチ12を制御するための入
力情報としく、自動変速機5の変速位置検出センサ16
と、ブレーキセンサ17と、車速センサ18の出力信号
を取り込む。これらの入力情報に基づ゛いて、自動変速
機5がDレンジ(走行レンジ)になっていて、かつ車両
のブレーキが作動していて、かつ車速が例えば時速5k
m以下であるという条件を満た1アイドル状態を検出し
、このアイドル状態の期間に限りクラッチ12を切断し
、その他の場合はクラッチ12を繋いでおく。The controller 15 provides input information for controlling the clutch 12, and the shift position detection sensor 16 of the automatic transmission 5.
Then, the output signals of the brake sensor 17 and the vehicle speed sensor 18 are taken in. Based on this input information, it is determined that the automatic transmission 5 is in the D range (driving range), the brakes of the vehicle are operating, and the vehicle speed is, for example, 5 km/h.
1 idle state is detected when the condition is less than or equal to m, and the clutch 12 is disengaged only during this idle state, and the clutch 12 is kept engaged in other cases.
クラッチ12は電磁クラッチや油圧制御式クラッチなど
、電気信号によって直接あるいは間接的に制御できるも
のを使用する。As the clutch 12, an electromagnetic clutch, a hydraulically controlled clutch, or the like, which can be controlled directly or indirectly by an electric signal, is used.
以上の構成において、自動変速機5をDレンジにして、
フットブレーキやハンドルレーキを作動させて停止して
いる場合、コントローラ15は上記のアイドル状態と判
定し、クラッチ12を切断する。するとリアディファレ
ンシャル13側へは駆動トルクが伝わらなくなり、セン
ターディファレンシャル7の後輪側出力軸が空転する。In the above configuration, the automatic transmission 5 is set to D range,
If the foot brake or handle rake is activated to stop the vehicle, the controller 15 determines that the vehicle is in the idle state and disengages the clutch 12. Then, the drive torque is no longer transmitted to the rear differential 13 side, and the rear wheel side output shaft of the center differential 7 idles.
また、この空転によってセンターディファレンシャル7
から前輪側プロペラシャフト8にも殆どトルクが伝わら
なくなる。この結果、変速機5側からの振動がリアデイ
ノアレンジVル13側へ伝わらなくイするとともに、フ
ロントディファレンシャル10側へも殆ど伝わらなくな
る。従って車軸→タイヤ→サスペンション→ボディとい
う経路には振動が伝わらず、ボディを介して乗員が体感
する振動は極めて小さくイfる。Also, due to this idle rotation, the center differential 7
Therefore, almost no torque is transmitted to the front wheel propeller shaft 8. As a result, vibrations from the transmission 5 side are not transmitted to the rear differential gear 13 side, and almost no vibrations are transmitted to the front differential 10 side. Therefore, vibrations are not transmitted through the path of axle → tires → suspension → body, and the vibrations experienced by the occupant through the body are extremely small.
上記の停止状態から発進すべくブレーキを解除すると、
コントローラ15はクラッチ12の切断駆動を止めるの
で、クラッチ12が繋り、通常の4輪駆動状態となる。When you release the brake to start from the above stopped state,
Since the controller 15 stops the disengagement drive of the clutch 12, the clutch 12 is engaged and the normal four-wheel drive state is established.
なお、上記の実施例はセンターディファレンシャル7を
持ったいわゆるフルタイム4WDであるが、この発明は
センターディファレンシャルのないパーミルタイム4W
Dにも勿論適用できる。Although the above embodiment is a so-called full-time 4WD with a center differential 7, this invention is a per-mil-time 4WD without a center differential.
Of course, this can also be applied to D.
ハートタイム4W1)の場合、トランスファには2輪駆
動ど4輪駆動を切り換えるためのクラッチがある。この
クラッチを上記実施例にお(づるクラッチ12と同等に
機能させればよい。つまり前記のアイドル状態が検出さ
れたとぎ、トランスファを4輪駆動状態から2輪駆動状
態に自動的に切り換えし、アイドル状態が解消したなら
ば4輪駆動状態に戻りという制御を行なえばよい。In the case of the Heart Time 4W1), the transfer has a clutch for switching between two-wheel drive and four-wheel drive. This clutch may be made to function in the same manner as the clutch 12 in the above embodiment. In other words, when the idle state is detected, the transfer is automatically switched from the four-wheel drive state to the two-wheel drive state, Once the idle state is resolved, control may be performed to return to the four-wheel drive state.
(発明の効果)
以上詳@1に説明したように、この発明によれば、流体
式自動変速機を備えた4輪駆動車において、アイドル状
態にC駆動系からボッ2イに1バわる振動が大きいとい
う他の形式の自動車には見られない問題を効果的に解消
することがでさ、この種のAT式4WDの快適性向−ト
に大いに寄与づる。(Effects of the Invention) As explained above in detail @ 1, according to the present invention, in a four-wheel drive vehicle equipped with a hydraulic automatic transmission, the vibration that suddenly increases by 1 from the C drive system during an idle state is generated. By effectively solving the problem of large vehicle speeds, which is not seen in other types of automobiles, this greatly contributes to improving the comfort of this type of AT type 4WD.
第1図はこの発明の一実施例による4輪駆動装置の概略
構成図、第2図は同上実施例における制御系の概略構成
を示すブロック図C゛ある。
1・・・・・・・・・前 輪 2・・・・・・・
・・後 輪3・・・・・・・・・エンジン
4・・・・・・・・・1〜ルクコンバータ5・・・・・
・・・・自動変速機 6・・・・・・・・・トランス
ファ7・・・・・・・・・センタディファレンシVル8
・・・・・・・・・前輪側プ[1ペラシヤフト9・・・
・・・・・・後輪側プロペラシャフト10・・・・・・
)1]ン1〜ア゛イフアレンシヤル11・・・・・・前
巾軸 12・・・・・・クラッチ13・・・・・
・リアディファレンシャル14・・・・・・後車!Nl
15・・・・・・コントローラ特許出願人
ンツダ 株式会社代 理 人
弁理士 −色健輔同
弁理士 松本雅利灸錫坊紅1羽色Lvンサ
フ゛ル−Nρ〉−リ−
重速で〉丈FIG. 1 is a schematic block diagram of a four-wheel drive system according to an embodiment of the present invention, and FIG. 2 is a block diagram C showing a schematic structure of a control system in the same embodiment. 1...Front wheel 2...
...Rear wheel 3...Engine 4...1 to Luk converter 5...
...Automatic transmission 6...Transfer 7...Center differential V8
・・・・・・・・・Front wheel side pull [1 propeller shaft 9...
......Rear wheel side propeller shaft 10...
)1] N1 to differential 11...Front width axis 12...Clutch 13...
・Rear differential 14... Rear car! Nl
15...Controller patent applicant
Ntsuda Co., Ltd. Agent
Patent attorney - Kensuke Shiro
Patent attorney Masari Matsumoto
Claims (1)
される4輪駆動装置において、前輪駆動系または後輪駆
動系へのトルク伝達を遮断するためのクラッチ手段と、
上記自動変速機が走行レンジになつていて、かつアイド
ル状態のときに、上記クラッチ手段を切断する制御手段
とを設けたことを特徴とする自動車の4輪駆動装置。(1) In a four-wheel drive system in which engine torque is input via a hydraulic automatic transmission, a clutch means for cutting off torque transmission to a front wheel drive system or a rear wheel drive system;
A four-wheel drive system for a motor vehicle, comprising: control means for disengaging the clutch means when the automatic transmission is in a driving range and in an idling state.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP17794686A JPS6334240A (en) | 1986-07-29 | 1986-07-29 | Four wheel drive device for automobile |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP17794686A JPS6334240A (en) | 1986-07-29 | 1986-07-29 | Four wheel drive device for automobile |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6334240A true JPS6334240A (en) | 1988-02-13 |
Family
ID=16039841
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP17794686A Pending JPS6334240A (en) | 1986-07-29 | 1986-07-29 | Four wheel drive device for automobile |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6334240A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2451307A (en) * | 2007-07-26 | 2009-01-28 | Xtrac Ltd | A transmission having a clutch which disconnects when a handbrake is applied |
-
1986
- 1986-07-29 JP JP17794686A patent/JPS6334240A/en active Pending
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2451307A (en) * | 2007-07-26 | 2009-01-28 | Xtrac Ltd | A transmission having a clutch which disconnects when a handbrake is applied |
WO2009013446A1 (en) * | 2007-07-26 | 2009-01-29 | Xtrac Limited | Vehicle transmission with a drive disconnect system and device |
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