JPH0717426A - Right and left wheel connecting construction for vehicle - Google Patents

Right and left wheel connecting construction for vehicle

Info

Publication number
JPH0717426A
JPH0717426A JP16564793A JP16564793A JPH0717426A JP H0717426 A JPH0717426 A JP H0717426A JP 16564793 A JP16564793 A JP 16564793A JP 16564793 A JP16564793 A JP 16564793A JP H0717426 A JPH0717426 A JP H0717426A
Authority
JP
Japan
Prior art keywords
wheel
transmission
vehicle
wheels
clutch
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.)
Withdrawn
Application number
JP16564793A
Other languages
Japanese (ja)
Inventor
Yoshihiro Kanamaru
善博 金丸
Tetsuo Hamada
哲郎 浜田
Yoshikazu Konishi
良和 小西
Yasuhiro Sawa
泰弘 沢
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP16564793A priority Critical patent/JPH0717426A/en
Publication of JPH0717426A publication Critical patent/JPH0717426A/en
Withdrawn legal-status Critical Current

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Abstract

PURPOSE:To attain lightweight and simplified construction similar to a front (or rear) wheel drive vehicle, while maintaining the turning characteristic of a front and rear wheel drive vehicle. CONSTITUTION:An engine as a main drive source, a trans-axle (consisting of a transmission and a front differential) 3, drive shafts 4L, 4R, and front wheels 5L, 5R as main drive wheels are arranged on the front part of a vehicle 1, and rear wheels 6L, 6R as non-main drive wheels are arranged on the rear part. A pair of the rear wheels 6L, 6R are connected to connecting shafts 7L, 7R and a transmission 10.

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【産業上の利用分野】本発明は前輪駆動又は後輪駆動の
車両に好適な左右輪連結構造に関する。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a left and right wheel connecting structure suitable for a front-wheel drive or rear-wheel drive vehicle.

【0002】[0002]

【従来の技術】本発明に類似した技術として、これまで
特開平3−525号の前後輪駆動車の駆動力配分制御装
置が知られている。その技術は、その第1図に示される
とおり、エンジン11の動力は、トランスミッション1
2、フロントデフ13F、方向変換用ギア機構15、プ
ロペラシャフト16、変速装置21(2組の遊星変速機
構26H〜29H,26L〜29Lを内蔵)、サンギア
を拘束する拘束クラッチ31H,31L、油圧多板クラ
ッチ22L,22Rを介して、前輪14FL,14FR
と後輪14RL,14RRに伝達される。上記構成によ
って、前後輪の駆動力配分比を適値に維持して前後一方
の左右輪の駆動力配分を変える事により、良好な走行性
能が得られるというものである。
2. Description of the Related Art As a technique similar to the present invention, a driving force distribution control device for a front-rear wheel drive vehicle disclosed in JP-A-3-525 has been known. The technology is as shown in FIG.
2, front differential 13F, direction changing gear mechanism 15, propeller shaft 16, transmission device 21 (two sets of planetary transmission mechanisms 26H to 29H, 26L to 29L are built-in), restraint clutches 31H and 31L for restraining the sun gear, and hydraulic pressure. Front wheels 14FL, 14FR via plate clutches 22L, 22R
Is transmitted to the rear wheels 14RL and 14RR. With the above configuration, by maintaining the driving force distribution ratio of the front and rear wheels at an appropriate value and changing the driving force distribution of the front and rear left and right wheels, good running performance can be obtained.

【0003】[0003]

【発明が解決しようとする課題】しかし、従来の技術で
はエンジンの動力を前後輪に配分するためのトランスフ
ァー及びプロペラシャフト他が必要となり、前輪駆動又
は後輪駆動の車両に比較して、駆動系が複雑となり、車
重が増大するという問題がある。そこで本発明の目的は
前後輪駆動車の旋回性能特性を維持しつつ、前輪(又は
後輪)駆動車並みの軽量化、構造の簡単化を図ることに
ある。
However, in the prior art, a transfer and a propeller shaft for distributing the power of the engine to the front and rear wheels are required, and the drive system is different from that of a front-wheel drive or rear-wheel drive vehicle. Is complicated and the vehicle weight increases. Therefore, an object of the present invention is to reduce the weight and simplify the structure of a front-wheel (or rear-wheel) drive vehicle while maintaining the turning performance characteristics of the front-rear wheel drive vehicle.

【0004】[0004]

【課題を解決するための手段】上記目的を達成するべく
本発明は、一対の非主駆動輪間を変速可能な変速装置を
介して相互に連結するものである。
In order to achieve the above object, the present invention is to connect a pair of non-main drive wheels to each other through a transmission capable of shifting.

【0005】前記変速装置は、右輪を左輪に対して増速
する状態と、左輪を右輪に対して増速させる状態と、左
右輪を切り離す状態とに、切り換え可能なクラッチ手段
を有する。また、前記クラッチは、車両の走行状態によ
り伝達トルクを変更できる形式のものである。
The transmission has clutch means capable of switching between a state in which the right wheel is accelerated with respect to the left wheel, a state in which the left wheel is accelerated with respect to the right wheel, and a state in which the left and right wheels are separated. Further, the clutch is of a type in which the transmission torque can be changed depending on the running state of the vehicle.

【0006】[0006]

【作用】旋回時、非主駆動左右輪は通常路面速度とほぼ
同一速度である。そこで、前記変速装置にて左右輪回転
数比をある設定値以上にすることによって、内輪タイヤ
速度が路面速度より遅くなり、制動力を発生する。一
方、外輪タイヤ速度は路面速度より速くなることによっ
て駆動力が発生し旋回性能を高める。又、逆に作用させ
ることにより、すなわち内輪に駆動力、外輪に制動力を
発生させることによって、高速域タックインを減少さ
せ、高速安定性を向上させる。
When the vehicle turns, the left and right wheels of the non-main drive are almost the same speed as the normal road speed. Therefore, by setting the left / right wheel rotation speed ratio to a certain set value or more in the transmission, the inner wheel tire speed becomes lower than the road surface speed, and a braking force is generated. On the other hand, since the outer wheel tire speed becomes faster than the road surface speed, a driving force is generated to improve the turning performance. Further, by acting in reverse, that is, by generating the driving force on the inner wheel and the braking force on the outer wheel, the tack-in in the high speed range is reduced and the high speed stability is improved.

【0007】[0007]

【実施例】本発明の実施例を添付図面に基づいて以下に
説明する。なお、図面は符号の向きに見るものとする。
図1は本発明に係る変速装置の配置例を示す図であり、
車両1の前部に主駆動源としてのエンジン2、トランス
アクスル(トランスミッションとフロントデフからな
る。)3、ドライブ軸4L,4R、主駆動輪としての前
輪5L,5Rが配置され、後部に非主駆動輪としての後
輪6L,6Rが配置されている。そして、これら一対の
後輪6L,6Rは連結軸7L,7Rおよび変速装置10
にて連結されていることに特徴がある。
Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings should be viewed in the direction of the reference numerals.
FIG. 1 is a diagram showing an arrangement example of a transmission according to the present invention,
An engine 2 as a main drive source, a transaxle (comprising a transmission and a front differential) 3, drive shafts 4L, 4R, and front wheels 5L, 5R as main drive wheels are arranged at the front part of the vehicle 1, and non-main parts are provided at the rear part. Rear wheels 6L and 6R as driving wheels are arranged. The pair of rear wheels 6L, 6R are connected to the connecting shafts 7L, 7R and the transmission 10
It is characterized by being connected in.

【0008】図2は本発明の変速装置の第1実施例図で
あり、変速装置10は回転自在に保持された変速機ケー
ス11に、リングギア12とプラネタリギア13とキャ
リア14とサンギア15とからなる遊星減速機構を内蔵
したものであり、リングギア12は変速機ケース11と
一体であり、サンギア15は車体側に固定されている。
FIG. 2 is a first embodiment of the transmission of the present invention. The transmission 10 includes a transmission case 11 rotatably held, a ring gear 12, a planetary gear 13, a carrier 14, and a sun gear 15. The ring gear 12 is integral with the transmission case 11, and the sun gear 15 is fixed to the vehicle body side.

【0009】更に、変速機ケース11を貫通した変速機
軸16L,16Rにはスプラインが切ってあって、そこ
にクラッチディスク17L,17Rが軸方向移動自在に
嵌合されている。図中、P1〜P6はフリクションパッ
ドである。前記クラッチディスク17L,17Rは油圧
により移動されるが、その油圧機構を次に説明する。
Further, transmission shafts 16L and 16R penetrating the transmission case 11 are provided with splines, and clutch discs 17L and 17R are fitted therein so as to be movable in the axial direction. In the figure, P1 to P6 are friction pads. The clutch disks 17L and 17R are moved by hydraulic pressure, and the hydraulic mechanism will be described below.

【0010】油圧機構は変速機軸16Lからギア21,
22で取り出した動力にて駆動されるオイルポンプ23
と、油路24中に介設された調圧弁25、圧力調節弁2
6、流路切替弁27と、制御部28とからなる。流路切
替弁27はニュートラルを含む3ポジションタイプのも
のである。図ではニュートラル位置にあり、オイルポン
プ23の送油はオイルパン29に直接的に回収され、一
方、クラッチディスク17Lの左右両面は均圧され中立
位置(フリクションパッドP2がP1,P3のいずれに
も触れていない位置)とされ、クラッチディスク17R
も同様である。制御部28は例えば前後Gセンサ、横G
センサ、舵角センサや速度センサからの前後G、横G、
舵角θや車速データを入力し、この情報に基づいて演算
し、圧力調節弁26や流路切替弁27を操作するもので
ある。
The hydraulic mechanism includes a transmission shaft 16L to a gear 21,
Oil pump 23 driven by the power taken out in 22
And the pressure regulating valve 25 and the pressure regulating valve 2 provided in the oil passage 24.
6. The flow path switching valve 27 and the controller 28 are included. The flow path switching valve 27 is of a 3-position type including neutral. In the figure, the oil pump 23 is in the neutral position, and the oil supply from the oil pump 23 is directly collected in the oil pan 29. Clutch disk 17R
Is also the same. The control unit 28 includes, for example, a front-back G sensor and a lateral G sensor.
Sensor, steering angle sensor, speed sensor front and rear G, lateral G,
The steering angle θ and vehicle speed data are input, calculations are performed based on this information, and the pressure control valve 26 and the flow path switching valve 27 are operated.

【0011】以上の構成からなる変速装置の作用を次に
説明する。図3は本発明に係る変速装置の右旋回時の作
用図であり、例えばステアリングハンドル(図示せず)
を右に切ると、その挙動を検知した制御部28(図2参
照)は流路切替弁27を図の様に切替え、クラッチディ
スク17L,17Rの図右側に圧油を供給する。クラッ
チディスク17L,17Rは図左へ移動し、フリクショ
ンパッドP1にP2を噛合させ、P4にP5を噛合させ
る。左の後輪6Lから見ると、回転力はルートR1、即
ち連結軸7L→クラッチディスク17L→変速機ケース
11→リングギア12→プラネタリギア13→キャリア
14→クラッチディスク17R→連結軸7R→右の後輪
6Rの順に伝達され、結果右の後輪6Rは左の後輪6L
に対して減速される。図の下部に矢印で示したとおり、
左の後輪6Lから右の後輪6Rへは減速され、逆に右の
後輪6Rから左の後輪6Lへは増速される。
The operation of the transmission having the above structure will be described below. FIG. 3 is an operation diagram of the transmission according to the present invention when turning to the right, for example, a steering handle (not shown).
When the switch is turned to the right, the control unit 28 (see FIG. 2), which has detected the behavior, switches the flow path switching valve 27 as shown in the drawing, and supplies pressure oil to the right side of the clutch disks 17L and 17R in the drawing. The clutch discs 17L and 17R move to the left in the drawing, so that the friction pad P1 is engaged with P2 and the friction pad P4 is engaged with P5. When viewed from the left rear wheel 6L, the rotational force is route R1, that is, the connecting shaft 7L → the clutch disc 17L → the transmission case 11 → the ring gear 12 → the planetary gear 13 → the carrier 14 → the clutch disc 17R → the connecting shaft 7R → the right The rear wheels 6R are transmitted in this order, so that the right rear wheel 6R is the left rear wheel 6L.
Will be slowed down. As indicated by the arrow at the bottom of the figure,
The left rear wheel 6L is decelerated to the right rear wheel 6R, and conversely, the right rear wheel 6R is accelerated to the left rear wheel 6L.

【0012】図4は本発明に係る変速装置の左旋回時の
作用図であり、例えばステアリングハンドル(図示せ
ず)を左に切ると、その挙動を検知した制御部28(図
2参照)は流路切替弁27を図の様に切替え、クラッチ
ディスク17L,17Rの図左側に圧油を供給する。ク
ラッチディスク17L,17Rは図右へ移動し、フリク
ションパッドP3にP2を噛合させ、P6にP5を噛合
させる。右の後輪6Rから見ると、回転力はルートR
2、即ち連結軸7R→クラッチディスク17R→変速機
ケース11→リングギア12→プラネタリギア13→キ
ャリア14→クラッチディスク17L→連結軸7L→左
の後輪6Lの順に伝達され、結果左の後輪6Lは右の後
輪6Rに対して減速される。図の下部に矢印で示したと
おり、右の後輪6Rから左の後輪6Lへは減速され、逆
に左の後輪6Lから右の後輪6Rへは増速される。
FIG. 4 is an operation diagram of the transmission according to the present invention when turning to the left. For example, when a steering handle (not shown) is turned to the left, the control unit 28 (see FIG. 2) that detects the behavior thereof is The flow path switching valve 27 is switched as shown in the figure, and pressure oil is supplied to the left side of the clutch disks 17L and 17R in the figure. The clutch disks 17L and 17R move to the right in the figure, so that the friction pad P3 is engaged with P2 and the friction pad P6 is engaged with P5. When viewed from the right rear wheel 6R, the rotational force is route R
2, namely, the connecting shaft 7R, the clutch disc 17R, the transmission case 11, the ring gear 12, the planetary gear 13, the carrier 14, the clutch disc 17L, the connecting shaft 7L, and the left rear wheel 6L. 6L is decelerated with respect to the right rear wheel 6R. As indicated by an arrow at the bottom of the figure, the right rear wheel 6R is decelerated from the left rear wheel 6L, and conversely, the left rear wheel 6L is accelerated to the right rear wheel 6R.

【0013】図5は左旋回時の模式図であり、内輪に制
動力、外輪に駆動力を発生させるためには、内側の後輪
6Lの回転半径をr、トレッドをt、タイヤと路面との
間のスリップ率をs、後輪6Lの速度をV1、後輪6R
の速度をV2とすれば、V2:V1=(r+t)(1+
s):r(1−s)の関係が成り立つ。上記比を図3,
4で説明した要領で変速装置10が作り出すわけであ
る。
FIG. 5 is a schematic diagram at the time of turning left. In order to generate braking force on the inner wheel and driving force on the outer wheel, the turning radius of the inner rear wheel 6L is r, the tread is t, the tire and the road surface are Between the slip ratio, s, rear wheel 6L speed V1, rear wheel 6R
V2: V1 = (r + t) (1+
s): The relationship of r (1-s) is established. The above ratio is shown in FIG.
The transmission 10 is produced in the manner described in 4.

【0014】具体的には、外輪タイヤの速度V2が接地
面速度より大きくなることによって、駆動力が発生し、
一方、内輪タイヤの速度V1が接地面速度より小さくな
ることによって制動力が発生して中高速域での旋回性が
向上する。
Specifically, the driving force is generated when the speed V2 of the outer tire is higher than the contact surface speed,
On the other hand, when the speed V1 of the inner tire is smaller than the contact surface speed, a braking force is generated and the turning performance in the middle and high speed range is improved.

【0015】なお、図2に示す圧力調節弁26にて油圧
を調整することにより、クラッチディスク17L,17
Rの伝達トルクを任意に変化させ、ヨーモーメント量を
可変に制御できる。
By adjusting the hydraulic pressure with the pressure control valve 26 shown in FIG.
The amount of yaw moment can be variably controlled by arbitrarily changing the transmission torque of R.

【0016】図6は本発明の変速装置の第2実施例図で
あり、この変速装置30は第1小ギア31、第1大ギア
32、第1クラッチ33、第2クラッチ34、第2小ギ
ア35、第2大ギア36、第3ギアセット37,37と
からなるギア式変速装置である。第3ギアセット37,
37は同径の一対のギアを組合わせたものである。
FIG. 6 is a diagram of a second embodiment of the transmission according to the present invention. This transmission 30 includes a first small gear 31, a first large gear 32, a first clutch 33, a second clutch 34, and a second small gear. It is a gear type transmission including a gear 35, a second large gear 36, and third gear sets 37, 37. Third gear set 37,
37 is a combination of a pair of gears of the same diameter.

【0017】図7(a),(b),(c)は第2実施例
の作用図である。図7(a)は直進状態を示し、第1ク
ラッチ33および第2クラッチ34を開放すれば左右の
後輪6L,6Rは非連結となり、互いに独立して回転す
る。図7(b)は右旋回状態を示し、第1クラッチ33
を開放し、第2クラッチ34を連結すれば、ルートR3
の伝達ルートにより左の後輪6Lから見て右の後輪6R
は減速され、右旋回に好しく対応する。図7(c)は右
旋回状態を示し、第1クラッチ33を連結し、第2クラ
ッチ34を開放すれば、ルートR4の伝達ルートにより
右の後輪6Rから見て左の後輪6Lは減速され、左旋回
に好しく対応する。連結された第1クラッチ33または
第2クラッチ34を油圧制御により伝達トルクを任意に
変化させ、ヨーモーメント量を可変に制御できる。
7 (a), 7 (b) and 7 (c) are operation diagrams of the second embodiment. FIG. 7A shows a straight traveling state. When the first clutch 33 and the second clutch 34 are disengaged, the left and right rear wheels 6L and 6R are disconnected and rotate independently of each other. FIG. 7B shows a right turning state, in which the first clutch 33
And the second clutch 34 is engaged, the route R3
The right rear wheel 6R seen from the left rear wheel 6L by the transmission route of
Is slowed down and responds favorably to a right turn. FIG. 7C shows a right turning state. When the first clutch 33 is engaged and the second clutch 34 is released, the left rear wheel 6L is seen from the right rear wheel 6R by the transmission route of the route R4. It slows down and responds favorably to a left turn. The amount of yaw moment can be variably controlled by arbitrarily changing the transmission torque of the connected first clutch 33 or second clutch 34 by hydraulic control.

【0018】上記第1・第2実施例では後輪6L,6R
は非駆動輪であったが、これに限るものではなく、後輪
6L,6Rを電動モータ等の補助駆動源で駆動するよう
にしてもよい。また、主駆動輪を後輪6L,6Rとし、
非主駆動輪を前輪5L,5Rとしてもよい。
In the first and second embodiments described above, the rear wheels 6L and 6R are used.
Is a non-driving wheel, but is not limited to this, and the rear wheels 6L and 6R may be driven by an auxiliary drive source such as an electric motor. Also, the main drive wheels are rear wheels 6L, 6R,
The non-main drive wheels may be the front wheels 5L and 5R.

【0019】[0019]

【発明の効果】以上に述べた通り本発明は、非主駆動輪
間を変速装置を介して連結することにより、外部からの
動力無しに、外輪に駆動力、内輪に制動力を発生させる
ことができるようになり旋回性能を向上させることがで
きる。又、逆に外輪に制動力、内輪に駆動力を発生させ
ることによって、高速域タックインを減少させ、高速域
安定性を向上させる。しかも、エンジンの動力を前後輪
に配分するためのトランスファー及びプロペラシャフト
他が不要となるので、前後輪駆動車両に対して駆動系が
簡単になり、車重及びコストが減少する。
As described above, according to the present invention, by connecting the non-main drive wheels through the transmission, the driving force is generated on the outer wheel and the braking force is generated on the inner wheel without external power. It becomes possible to improve the turning performance. Conversely, by generating braking force on the outer wheels and driving force on the inner wheels, tuck-in in the high speed range is reduced and stability in the high speed range is improved. Moreover, since a transfer and a propeller shaft for distributing the power of the engine to the front and rear wheels are unnecessary, the drive system for the front and rear wheel drive vehicle is simplified, and the vehicle weight and cost are reduced.

【0020】直進、右旋回、左旋回の切り換えをクラッ
チで行なうことで、変速装置の構造が簡単になり、切り
換え操作も容易になる。また、クラッチの伝達トルクを
油圧等によって可変に制御することにより、ヨーモーメ
ント量を任意に変化させることが可能となり、旋回性能
が向上する。
By switching between straight running, clockwise turning and counterclockwise turning with the clutch, the structure of the transmission is simplified and the switching operation is facilitated. Further, by variably controlling the transmission torque of the clutch by hydraulic pressure or the like, the yaw moment amount can be arbitrarily changed, and the turning performance is improved.

【図面の簡単な説明】[Brief description of drawings]

【図1】本発明に係る変速装置の配置例を示す図FIG. 1 is a diagram showing an arrangement example of a transmission according to the present invention.

【図2】本発明の変速装置の第1実施例図FIG. 2 is a diagram of a first embodiment of the transmission of the invention.

【図3】本発明に係る変速装置の右旋回時の作用図FIG. 3 is an operation diagram of the transmission according to the present invention when turning to the right.

【図4】本発明に係る変速装置の左旋回時の作用図FIG. 4 is an operation diagram of the transmission according to the present invention when turning to the left.

【図5】左旋回時の模式図[Fig. 5] Schematic diagram when turning left

【図6】本発明の変速装置の第2実施例図FIG. 6 is a diagram of a second embodiment of the transmission of the invention.

【図7】本発明の第2実施例の作用図FIG. 7 is an operation diagram of the second embodiment of the present invention.

【符号の説明】[Explanation of symbols]

1…車両、2…主駆動源(エンジン)、5L,5R…主
駆動輪(前輪)、6L,6R…非主駆動輪(後輪)、1
0,30…変速装置、11…変速機ケース、12…リン
グギア、13…プラネタリギア、14…キャリア、15
…サンギア、17L,17R…クラッチ(クラッチディ
スク)、33,34…クラッチ(第1クラッチ,第2ク
ラッチ)。
1 ... Vehicle, 2 ... Main drive source (engine), 5L, 5R ... Main drive wheel (front wheel), 6L, 6R ... Non-main drive wheel (rear wheel), 1
0, 30 ... Transmission, 11 ... Transmission case, 12 ... Ring gear, 13 ... Planetary gear, 14 ... Carrier, 15
... Sun gear, 17L, 17R ... Clutch (clutch disc), 33, 34 ... Clutch (first clutch, second clutch).

フロントページの続き (72)発明者 沢 泰弘 埼玉県和光市中央1丁目4番1号 株式会 社本田技術研究所内Front Page Continuation (72) Inventor Yasuhiro Sawa, 1-4-1 Chuo, Wako, Saitama Stock Company Honda R & D Co., Ltd.

Claims (3)

【特許請求の範囲】[Claims] 【請求項1】 主駆動源により駆動される主駆動輪と、
車両の左右方向に配置される一対の非主駆動輪とを備え
た車両において、前記一対の非主駆動輪間を変速可能な
変速装置を介して相互に連結したことを特徴とする車両
の左右輪連結構造。
1. A main drive wheel driven by a main drive source,
A vehicle provided with a pair of non-main drive wheels arranged in the left-right direction of the vehicle, wherein the pair of non-main drive wheels are connected to each other via a transmission capable of shifting. Wheel connection structure.
【請求項2】 前記変速装置は、右輪を左輪に対して増
速する状態と、左輪を右輪に対して増速させる状態と、
左右輪を切り離す状態とに、切り換え可能なクラッチ手
段を有することを特徴とした請求項1記載の車両の左右
輪連結構造。
2. The transmission includes: a state in which a right wheel is accelerated with respect to a left wheel; a state in which a left wheel is accelerated with respect to a right wheel;
The left and right wheel connecting structure for a vehicle according to claim 1, further comprising: clutch means that can be switched to a state in which the left and right wheels are separated.
【請求項3】 前記クラッチは、車両の走行状態により
伝達トルクを制御されることを特徴とする請求項2記載
の車両の左右輪連結構造。
3. The left and right wheel connecting structure for a vehicle according to claim 2, wherein the clutch controls transmission torque according to a running state of the vehicle.
JP16564793A 1993-07-05 1993-07-05 Right and left wheel connecting construction for vehicle Withdrawn JPH0717426A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP16564793A JPH0717426A (en) 1993-07-05 1993-07-05 Right and left wheel connecting construction for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16564793A JPH0717426A (en) 1993-07-05 1993-07-05 Right and left wheel connecting construction for vehicle

Publications (1)

Publication Number Publication Date
JPH0717426A true JPH0717426A (en) 1995-01-20

Family

ID=15816340

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16564793A Withdrawn JPH0717426A (en) 1993-07-05 1993-07-05 Right and left wheel connecting construction for vehicle

Country Status (1)

Country Link
JP (1) JPH0717426A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006030216B4 (en) * 2005-07-08 2017-10-19 Honda Motor Co., Ltd. Vehicle driving force distribution system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006030216B4 (en) * 2005-07-08 2017-10-19 Honda Motor Co., Ltd. Vehicle driving force distribution system

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