KR20130083333A - Power train for 4-wheel drive automobile - Google Patents

Power train for 4-wheel drive automobile Download PDF

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Publication number
KR20130083333A
KR20130083333A KR1020120004058A KR20120004058A KR20130083333A KR 20130083333 A KR20130083333 A KR 20130083333A KR 1020120004058 A KR1020120004058 A KR 1020120004058A KR 20120004058 A KR20120004058 A KR 20120004058A KR 20130083333 A KR20130083333 A KR 20130083333A
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KR
South Korea
Prior art keywords
wheel drive
sleeve
inner shaft
fork
power
Prior art date
Application number
KR1020120004058A
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Korean (ko)
Inventor
김진수
Original Assignee
현대위아 주식회사
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Priority to KR1020120004058A priority Critical patent/KR20130083333A/en
Publication of KR20130083333A publication Critical patent/KR20130083333A/en

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    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/037—Gearboxes for accommodating differential gearings
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0017—Transmissions for multiple ratios specially adapted for four-wheel-driven vehicles
    • 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
    • F16H2706/00—Rotary transmissions with mechanical energy accumulation and recovery without means for automatic selfregulation essentially based on spring action or inertia

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

In the present invention, synchronization is primarily performed by moving the sleeve by using the electric force, and secondly synchronization is performed by using the elastic force of the spring when the sleeve is not properly moved and the synchronization is incompletely synchronized by the electric force. The present invention relates to a power interruption device for a four-wheel drive vehicle, which can increase the reliability of operation by allowing the clutch gear to operate normally.
Front differential equipped with pinion gear and ring gear that receives and transmits the rotational force of the front propeller shaft, which transmits the engine power transmitted through the sub-transmission that transfers the engine power and rotates between the four-wheel drive and the two-wheel drive. A linear motor for advancing or retracting the central axis when applied, a fork connected to the central axis of the linear motor for linear movement, an auxiliary spring provided between the linear motor and the fork, and A first inner shaft having a sleeve engaged with the fork, a clutch gear for synchronizing with the sleeve at one end, and a clutch gear for synchronizing with the sleeve at one end, are formed and the first inner shaft is formed. The second inner shaft which is connected to the side of the Returning comprises a spring for providing a restoring force.

Description

Power control device for four-wheel drive vehicle {POWER TRAIN FOR 4-WHEEL DRIVE AUTOMOBILE}

The present invention relates to a power interruption device of a four-wheel drive vehicle, and more specifically, to synchronize primarily by moving the sleeve by using electric power, and the sleeve is not properly moved by the electric power, and thus the synchronization is incompletely synchronized. In this case, by using the elastic force of the spring to be synchronized secondly to the clutch gear is to operate normally to increase the reliability of the operation, relates to a power interruption device of a four-wheel drive vehicle.

Unlike a two-wheel drive vehicle, a four-wheel drive vehicle is a vehicle having a function capable of using both front and rear wheels of a vehicle as driving wheels in full time or part time, and is a jeep or leisure vehicle for the purpose of driving on a rough road. It is a driving mechanism applied to a special vehicle used for a special purpose.

The four-wheel drive vehicle exhibits stable driving performance under the road surface conditions that can be driven, and evenly distributes power to four wheels even in poor driving conditions due to terrain or weather, thereby increasing tire groundability and smooth running. Do it.

1 is a schematic view showing the configuration of a general four-wheel drive vehicle, and FIG. 2 is a cross-sectional configuration diagram of a front differential of a general four-wheel drive vehicle.

As shown in FIG. 1 and FIG. 2, in a typical four-wheel drive vehicle, the driving force output from the engine 100 passes through the transmission 110 and is distributed to the rear wheel side and the front wheel side from the sub transmission 120 so that the rear wheel side is a rear propeller. With the shaft 130 and the rear differential 140, the front wheel side has a structure in which power is transmitted to the front propeller shaft 150 and the front differential 160, respectively, and normally transfers power to the rear wheel side to travel in two-wheel drive. While operating the sub-transmission 120 while transmitting power to the front wheel side to be driven in four-wheel drive. In addition, the front differential 160, the engine power transmitted through the sub transmission 120 drives the drive pinion gear 161 connected to the front propeller shaft 150, the ring engaged with the drive pinion gear 161. The gear 162 is configured to transmit power to the first and second drive shafts 163 and 164.

However, the front wheel side power transmission device of the four-wheel drive vehicle, the front propeller shaft 150, the drive pinion gear 161, by the rotational force transmitted from the front wheel side when the driver is driven only by the driving force (2WD) of the rear wheels, Since the ring gear 162, the first drive shaft 163, and the second drive shaft 164 are idling, a lot of noise is generated and fuel economy is lowered.

In order to solve such a problem, there has been disclosed a technique of applying a device for controlling part of a front wheel drive line using an actuator in order to minimize idling parts when no power is transmitted to the front wheels.

3 is a cross-sectional view illustrating a front wheel side power control device of a four-wheel drive vehicle that drives an actuator using a conventional engine vacuum pressure.

As shown in FIG. 3, the front wheel side power control device of a four-wheel drive vehicle that drives an actuator by using a conventional engine vacuum pressure includes a vacuum pressure generated by the actuator 30 in order to control the transmitted power. Is used as an operating source, and the shift rod 33 is moved by setting one of the two spaces inside the actuator 30 in a vacuum state through the control of the solenoid valve, and the fork connected to the shift rod 33. The 35 and the sleeve 37 control the clutch gear 39 to control the power transmitted from the ring gear 36 to prevent differential idling in the two-wheel drive (2WD) driving state of the vehicle, and in the four-wheel driving state. It has a structure that enables normal power transmission.

However, since the front-wheel-side power transmission device of the four-wheel drive vehicle uses the vacuum pressure generated by the engine, the vacuum pressure is not constant according to the number of revolutions of the engine, so that it is difficult to operate the actuator stably, and to control the clutch gear. Because the converters, such as actuators, protrude outside the differential and occupy too much space, are disadvantageous in terms of layout, and require a separate vacuum pressure supply line, which is complicated in structure and reduces work efficiency in assembling work. In addition, since only one of both drive shafts is transmitting power, the differential gear inside the differential always rotates regardless of the driving mode, and there is a possibility of joints caused by gear-matching under no load. There is a problem.

In order to solve this problem, the drive shaft is installed in the front differential so that the movable shaft, which plays an important role in transmitting or blocking front wheel power, can be axially moved inside the front differential. By interrupting the processed output shaft to prevent rotation between front differential internal parts during two-wheel drive, it prevents fuel consumption and joints caused by gear-matching in no-load state, and induces weight reduction and cost reduction by reducing the number of parts. The technology regarding the power control device of a four-wheel drive vehicle has been disclosed by the applicant in the "Power control device of a four-wheel drive vehicle" of the Republic of Korea Patent Publication No. 10-2006-0014839 (published February 16, 2006) have.

In addition, a technology related to a power interruption device of a four-wheel drive vehicle, which can reduce manufacturing costs by allowing friction coupling between the movable shaft and the output shaft instead of spline coupling and friction coupling between the movable shaft and the output shaft, is disclosed in Korea. It is disclosed by the applicant in the "Power Transmission Device of a Four-Wheel Drive Vehicle" of Patent No. 10-0757162 (September 07, 2007).

In addition, by using a magnetic force to drive the movable shaft to simplify the operation principle and structure to facilitate the assembly, the technology for the power control device of the four-wheel drive vehicle, which can achieve light weight and cost reduction due to reduced parts. It is disclosed by the present applicant in the "Power transmission device of a four-wheel drive vehicle" of Publication No. 10-0761656 (September 27, 2007).

An object of the present invention is to further improve the technology related to the power interruption device of the four-wheel drive vehicle as described above, to make the primary synchronization by moving the sleeve using the electric force, the sleeve is properly moved by the electric force In this case, when the synchronization is incompletely synchronized, it is possible to provide a power interruption device for a four-wheel drive vehicle that can improve the reliability of the operation by allowing the clutch gear to operate normally by using the spring's elastic force to perform the second synchronization. have.

As a means for achieving the above object, the configuration of the present invention, the four-wheel drive and two-wheel drive is switched and supplied with the rotational force of the front propeller shaft for transmitting the engine power transmitted through the auxiliary transmission for transmitting the engine power to the rotational force A front differential having a pinion gear and a ring gear, a linear motor for advancing or retracting a central axis when a power is applied, a fork connected to the central axis of the linear motor for linear movement, and the linear An auxiliary spring provided between the motor and the fork, a sleeve engaged with the fork, a first inner shaft having a clutch gear for synchronizing with the sleeve at one end thereof, and the first inner shaft described above. A second inner shaft connected to the second inner shaft and providing a restoring force for repositioning the fork. It is preferable to include a return spring for the.

The structure of this invention is preferable if the said auxiliary spring consists of a compression spring.

The configuration of the present invention is preferably such that the return spring comprises a compression spring.

The configuration of the present invention is preferably such that the first inner shaft and the second inner shaft are axially connected by a bearing.

It is preferable that the structure of this invention connects the clutch gear which the sleeve is respectively formed in the one end of a 1st inner shaft and a 2nd inner shaft at the time of four wheel drive.

The configuration of the present invention is preferable when the sleeve is not properly moved by the electric force of the linear motor described above and is synchronized secondly by using the elastic force of the auxiliary spring described above when the synchronization is incompletely synchronized.

In the present invention, synchronization is primarily performed by moving the sleeve by using the electric force, and secondly synchronization is performed by using the elastic force of the spring when the sleeve is not properly moved and the synchronization is incompletely synchronized by the electric force. By doing so, the clutch gear can be normally operated to increase the reliability of the operation.

1 is a schematic view showing the configuration of a typical four-wheel drive vehicle.
2 is a cross-sectional configuration diagram of a front differential of a general four-wheel drive vehicle.
3 is a cross-sectional view illustrating a front wheel side power control device of a four-wheel drive vehicle that drives an actuator using a conventional engine vacuum pressure.
4 is a cross-sectional configuration diagram of a power control device of a four-wheel drive vehicle according to an exemplary embodiment of the present invention.
Figure 5 is a cross-sectional configuration of the two-wheel drive state of the power control device of the four-wheel drive vehicle according to an embodiment of the present invention.
FIG. 6 is a cross-sectional configuration diagram of incomplete synchronization of a power control device of a four-wheel drive vehicle according to an exemplary embodiment of the present invention.
Figure 7 is a cross-sectional configuration of the four-wheel drive state of the power control device of the four-wheel drive vehicle according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings, so that those skilled in the art can easily carry out the present invention. Other objects, features, and operational advantages, including the purpose, operation, and effect of the present invention will become more apparent from the description of the preferred embodiments.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory only and are not to be construed as limiting the scope of the invention as disclosed in the accompanying claims. It is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and similarities, many of which are within the scope of the present invention. In addition, the terms or words used in the specification and claims herein should not be construed as being limited to the ordinary or dictionary meanings, and the inventors should properly explain the concept of terms in order to best explain their invention in the best way. Based on the principle that can be defined, it should be interpreted as meaning and concept corresponding to the technical idea of the present invention.

4 is a cross-sectional configuration of a power control device of a four-wheel drive vehicle according to an embodiment of the present invention, Figure 5 is a cross-sectional configuration of a two-wheel drive state of the power control device of a four-wheel drive vehicle according to an embodiment of the present invention FIG. 6 is a cross-sectional configuration diagram of an incomplete synchronization of a power control device of a four-wheel drive vehicle according to an embodiment of the present invention, and FIG. 7 is a power control device of a four-wheel drive vehicle according to an embodiment of the present invention. It is a cross-sectional block diagram of a four wheel drive state.

As shown in Figures 4 to 7, the configuration of the power control device of the four-wheel drive vehicle according to an embodiment of the present invention, the secondary transmission (not shown) for switching the four-wheel drive and two-wheel drive and transmitting the engine power Front differential 16 having pinion gear 18 and ring gears 17 and 25 for receiving and transmitting rotational force of a front propeller shaft (not shown) for transmitting the engine power transmitted through the rotary force to the rotational force; A linear motor 10 for advancing or reversing the central axis when the power is applied, a fork 13 connected to the central axis of the linear motor 10 for linear movement, and the linear motor 10. And an auxiliary spring 15 provided between the fork and the fork 13, the sleeve 23 engaged with the fork 13, and the clutch gear 24 for synchronizing with the sleeve 23 at one end. ) Is the first person A shaft 11 and a clutch gear 24 for synchronizing with the sleeve 23 at one end thereof are formed, and the second inner shaft 12 connected to the first inner shaft 11 and disposed next to the shaft 11. And a return spring 14 for providing a restoring force for returning the fork 13 to the original position.

The auxiliary spring 15 is made of a compression spring.

The return spring 14 is composed of a compression spring.

The first inner shaft 11 and the second inner shaft 12 are axially connected by a bearing.

According to the above configuration, the action of the power control device of the four-wheel drive vehicle according to an embodiment of the present invention is as follows.

When the driver operates a four-wheel switch (not shown) for four-wheel drive, power is applied to the linear motor 10 to push the fork 13 by moving the central shaft forward, and the fork 13 is a sleeve 23. The pinion gear 18 of the front differential 16 from the front propeller shaft by connecting the clutch gears 24 formed at one end of the first inner shaft 11 and the second inner shaft 12 to each other. The driving force input through the second gear shaft 12 is transmitted to the second inner shaft 12 and the first inner shaft 11 via the ring gears 17 and 25 to allow four-wheel drive driving. Figure 7 shows a four-wheel drive state of the power control device of the four-wheel drive vehicle according to an embodiment of the present invention.

In addition, when the driver operates a two-wheel switch (not shown) to switch to two-wheel drive, power is applied to the linear motor 10 so that the central axis is reversed, and the fork 13 is restored by the restoring force of the return spring 14. The fork 13 moves the sleeve 23 to separate the clutch gears 24 formed at one end of the first inner shaft 11 and the second inner shaft 12 from each other. The driving force input from the front propeller shaft through the pinion gear 18 of the front differential 16 is not transmitted, thereby driving the two-wheel drive. Figure 5 shows a two-wheel drive state of the power control device of the four-wheel drive vehicle according to an embodiment of the present invention.

On the other hand, in the process of switching from two-wheel drive to four-wheel drive, as shown in FIG. 6, when the sleeve 13 is not properly moved by the electric force of the linear motor 10, the synchronization is incompletely synchronized. The fork 13 is moved by the elastic force of the auxiliary spring 15 installed between the linear motor 10 and the fork 13 so that the clutch gear 24 can be normally operated by second synchronization. It is possible to increase the reliability of the operation.

10: linear motor 11: first inner shaft
12: second inner shaft 13: fork
14: return spring 15: auxiliary spring
16: front differential 23: sleeve
24: clutch gear 25: ring gear

Claims (6)

A front differential having a pinion gear and a ring gear that receive and transmit the rotational force of the front propeller shaft which transmits the engine power transmitted through the sub-transmission which transfers the engine power and rotates between the four-wheel drive and the two-wheel drive;
A linear motor for advancing or reversing the central axis when power is applied;
A fork connected to the central axis of the linear motor and performing a linear movement,
An auxiliary spring provided between the linear motor and the fork;
A sleeve coupled with the fork,
A first inner shaft having a clutch gear for synchronizing with the sleeve at one end thereof;
A second inner shaft having a clutch gear for synchronizing with the sleeve at one end and connected to the side of the first inner shaft;
And a return spring for providing a restoring force for repositioning the fork. The method of claim 1,
The auxiliary spring is a power interruption device of a four-wheel drive vehicle, characterized in that consisting of a compression spring. The method of claim 1,
Power return device of a four-wheel drive vehicle, characterized in that the return spring is made of a compression spring. The method of claim 1,
The first inner shaft and the second inner shaft is a power interruption device of a four-wheel drive vehicle, characterized in that the shaft is connected by a bearing. The method of claim 1,
A four-wheel drive power interruption device, characterized in that during the four-wheel drive sleeve is connected to each other clutch gears formed on one end of the first inner shaft and the second inner shaft. The method of claim 1,
The power interruption device of a four-wheel drive vehicle, characterized in that the second synchronization is made by using the elastic force of the auxiliary spring when the sleeve is not properly moved due to the electric force of the linear motor and the synchronization is incompletely synchronized.
KR1020120004058A 2012-01-12 2012-01-12 Power train for 4-wheel drive automobile KR20130083333A (en)

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KR1020120004058A KR20130083333A (en) 2012-01-12 2012-01-12 Power train for 4-wheel drive automobile

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101408635B1 (en) * 2013-07-30 2014-06-17 현대위아 주식회사 Power take-off unit for 4 wheel driving vehicle
KR101496565B1 (en) * 2013-08-30 2015-02-26 현대위아 주식회사 Device for connecting power for power take-off unit of 4 wheel driving vehicle
KR101530485B1 (en) * 2014-06-27 2015-06-29 현대위아 주식회사 Transfer case for 4 wheel driving vehicle
KR101860868B1 (en) * 2017-06-29 2018-05-25 현대위아(주) Parking and disconnecting apparatus for vehicle
KR20240050549A (en) 2022-10-11 2024-04-19 주식회사 태강기업 Charging System of Autonomous Driving Cleaning Vehicle
KR20240050546A (en) 2022-10-11 2024-04-19 주식회사 태강기업 Steering System of Autonomous Driving Cleaning Vehicle
KR20240050550A (en) 2022-10-11 2024-04-19 주식회사 태강기업 Driving Control System of Autonomous Driving Cleaning Vehicle

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101408635B1 (en) * 2013-07-30 2014-06-17 현대위아 주식회사 Power take-off unit for 4 wheel driving vehicle
KR101496565B1 (en) * 2013-08-30 2015-02-26 현대위아 주식회사 Device for connecting power for power take-off unit of 4 wheel driving vehicle
KR101530485B1 (en) * 2014-06-27 2015-06-29 현대위아 주식회사 Transfer case for 4 wheel driving vehicle
KR101860868B1 (en) * 2017-06-29 2018-05-25 현대위아(주) Parking and disconnecting apparatus for vehicle
KR20240050549A (en) 2022-10-11 2024-04-19 주식회사 태강기업 Charging System of Autonomous Driving Cleaning Vehicle
KR20240050546A (en) 2022-10-11 2024-04-19 주식회사 태강기업 Steering System of Autonomous Driving Cleaning Vehicle
KR20240050550A (en) 2022-10-11 2024-04-19 주식회사 태강기업 Driving Control System of Autonomous Driving Cleaning Vehicle

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