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

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

Detailed Description of the Invention

[0001]

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]

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]

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]

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.

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]

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]

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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]

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.

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.

[Brief description of drawings]

FIG. 1 is a diagram showing an arrangement example of a transmission according to the present invention.

FIG. 2 is a diagram of a first embodiment of the transmission of the invention.

FIG. 3 is an operation diagram of the transmission according to the present invention when turning to the right.

FIG. 4 is an operation diagram of the transmission according to the present invention when turning to the left.

[Fig. 5] Schematic diagram when turning left

FIG. 6 is a diagram of a second embodiment of the transmission of the invention.

FIG. 7 is an operation diagram of the second embodiment of the present invention.

[Explanation of symbols]

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).

Front Page Continuation (72) Inventor Yasuhiro Sawa, 1-4-1 Chuo, Wako, Saitama Stock Company Honda R & D Co., Ltd.

Claims (3)

[Claims] 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. 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. 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.