KR100515127B1 - Safety towing system for 4WD vehicle - Google Patents

Abstract

The present invention relates to a safety traction system for a four-wheel drive vehicle that can be pulled more quickly and simply by towing a full-time four-wheel drive vehicle in a general traction method of a two-wheel drive vehicle.

The present invention provides an engine 52 for generating power, a front axle 58 for shifting the power of the engine 52 and distributing the shifted power to the front wheel 54 and the rear wheel 56, and the front axle ( A front drive shaft 60 installed between the front wheel 54 and the front wheel 54 to transfer the power of the front axle 58 to the front wheel 54, and the rear receiving the rest of the power shifted from the front axle 58; An axle 62, a rear drive shaft 64 provided between the rear axle 62 and the rear wheel 56 to transfer power of the rear axle 62 to the rear wheel 56, and the front axle 58. Propeller shaft 66 for transmitting power from the rear axle 62 to the rear axle 62 and the rear drive shaft 64 to transfer power between the rear axle 62 and the rear wheels 56 when the vehicle is towed. And a safety traction system 68 for blocking.

Description

Safety towing system for four-wheel drive vehicle {Safety towing system for 4WD vehicle}

The present invention relates to a safety traction system for a four-wheel drive vehicle, and more particularly, to a safety traction system for a four-wheel drive vehicle that can be pulled more quickly and simply by towing a full-time four-wheel drive vehicle by a traction method of a general two-wheel drive vehicle.

Generally, a vehicle is classified into a two-wheel drive vehicle and a four-wheel drive vehicle. The two-wheel drive vehicle has a FR (Front engine Rear drive) type and an FF depending on the installation position of the engine and the transmission and the position of the driving wheel that exerts the actual driving force. The engines and transmissions of the FR type and the FF type are installed at the front of the vehicle, but the arrangement state is different.

In addition, the four-wheel drive vehicle is a vehicle that allows the front wheel and the rear wheel to simultaneously exhibit driving force, and is further divided into a part-time four-wheel drive vehicle and a full-time four-wheel drive vehicle. Can be.

That is, the part-time four-wheel drive vehicle can be switched from two-wheel drive to four-wheel drive as required by the switch lever and the switch is arbitrarily manipulated by the driver, the full-time four-wheel drive vehicle is a drive shaft of both the front wheel and the rear wheel Always connected to the front axle, the engine's power is distributed simultaneously to the front and rear wheels.

1 is a configuration diagram schematically showing the configuration of a full-time four-wheel drive vehicle according to the prior art, Figure 2 is a state diagram showing a traction method of a full-time four-wheel drive vehicle according to the prior art.

The full-time four-wheel drive vehicle according to the prior art, as shown in Figure 1 or 2, the engine for generating power, and the power of the engine 2 is shifted and the shifted power to the front wheel (4) A front axle (8) for distributing to the rear wheel (6), a front drive shaft (10) installed between the front axle (8) and the front wheel to transfer the power of the front axle (8) to the front wheel (4), and Rear axle 12 which receives the rest of the power shifted from the front axle 8 and a rear drive which is installed between the rear axle 12 and the rear wheel 6 to transmit the power of the rear axle 12 to the rear wheels. It comprises a shaft 14 and a propeller shaft 16 which transmits power from the front axle 8 to the rear axle 12.

Here, the front axle 8 and the rear axle 12 are provided with a differential and a longitudinal reduction gear therein to transfer power to the front wheels 4 and the rear wheels 6, in particular the front axle 8 Transmissions, power distribution units and differential limiters are fitted.

The power distribution device and the differential limiting device are installed for smooth driving of a full-time four-wheel drive vehicle, and the power distribution device has a front wheel 4 and a rear wheel 6 for the purpose of improving frequency performance, vehicle stability, and adjustability. The driving force is properly distributed, and the differential limiting device increases the escape of the hum road by limiting the slip of the wheel when slip occurs on the wheel.

On the other hand, if the full-time four-wheel drive vehicle (1) configured as described above falls into a state incapable of driving due to failures and accidents, the tow for smooth communication of the road and repair of the vehicle.

When such a full-time four-wheel drive vehicle 1 is towed by the general traction method used in the two-wheel drive vehicle, damage to parts occurs. Therefore, the traction of the full-time four-wheel drive vehicle 1 is different from the two-wheel drive vehicle. Will be done.

That is, a general traction method in which the front wheel is lifted and the rear wheel is towed to the tow vehicle with the ground in contact with the ground transfers power from the rear wheel 6 that is rotated due to the characteristics of the full-time four-wheel drive vehicle 1 to the front wheel 4. In addition, damage to the front axle 8 and the engine 2 occurs due to the reverse flow phenomenon of the power.

Therefore, as the towing method of the full-time four-wheel drive vehicle 1, the full-time four-wheel drive vehicle 1 is completely loaded in the tow vehicle 18 and towed, as shown in FIGS. 2A and 2B. After lifting and fixing any one of the front wheel 4 and the rear wheel 6 to the tow vehicle 18, a method of pulling up another wheel on the movable container 20 is used.

However, in the conventional full-time four-wheel drive vehicle towing method, the tow vehicle 1 is large or full-time four-wheeled vehicle such that the tow vehicle 18 can load the full-time four-wheel drive vehicle 1 in the former case. This is possible only when the driving vehicle 1 is small.

In addition, the latter has a problem that the work for the towing at the time of towing of the full-time four-wheel drive vehicle (1) is very difficult and complicated at the same time, in particular a separate equipment for towing is provided.

The present invention has been made to solve the above problems, and an object of the present invention is a four-wheel drive vehicle to which a general traction method of lifting the front wheel and towing the rear wheel is applicable so that the full-time four-wheel drive vehicle can be easily and quickly towed. To provide a safe traction system.

Safety traction system of a four-wheel drive vehicle according to the present invention for realizing the above object is to transfer the power of the engine to the front axle to transfer a portion of the shifted power to the front wheel, and to transfer the rest of the power shifted from the front axle A rear axle which receives the rear wheel and transmits it to the rear wheel, a first drive shaft having one end connected to the rear axle and receiving a driving force from the rear axle, a second drive shaft transmitting the driving force of the first drive shaft to the rear wheel, and A driving force transmission means installed between the first drive shaft and the second drive shaft to interrupt power transmission between the first drive shaft and the second drive shaft, and connected to the driving force transmission means to operate the driving force transmission means by hydraulic pressure. It characterized in that it comprises a hydraulic control device for controlling the.

Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

3 is a configuration diagram schematically showing the configuration of a full-time four-wheel drive vehicle according to the present invention, Figure 4 is a block diagram showing a safety traction system of the `full-time four-wheel drive vehicle according to the present invention, Figure 5 AA of FIG. 4 is a sectional view of FIG. 6A, 6B is a sectional view of BB of FIG. 4, FIG. 7 is an operational state diagram showing a safety traction system of a full-time four-wheel drive vehicle according to the present invention, FIG. Is a state diagram illustrating a towing method of a full time four-wheel drive vehicle according to the present invention.

As shown in FIG. 3, the full-time four-wheel drive vehicle according to the present invention includes an engine 52 for generating power and a front wheel 54 and a rear wheel 56 for shifting the power of the engine 52 and shifting the shifted power. A front axle (58) distributed between the front axle (58) and the front axle (58) and the front wheel (54) for transmitting the power of the front axle (58) to the front wheel (54), and The rear axle 62 receives the rest of the power shifted from the front axle 58 and is installed between the rear axle 62 and the rear wheel 56 to transmit the power of the rear axle 62 to the rear wheel 56. And a rear drive shaft 64, a propeller shaft 66 for transmitting power from the front axle 58 to the rear axle 62, and one side of the rear drive shaft 64, to which the vehicle is towed. For safe towing, which interrupts power transmission between the rear axle 62 and the rear wheels 56 It is configured to include a system 68.

Here, the front axle 58 and the rear axle 62 is provided with a differential and a longitudinal reduction gear therein to transfer power to the front wheel 54 and the rear wheel 56, in particular the front axle 58 Transmissions, power distribution units and differential limiters are fitted.

The power distribution device and the differential limiting device are installed for smooth driving of the full-time four-wheel drive vehicle 50, and the power distribution device is provided with the front wheel 54 for the purpose of improving frequency performance, vehicle stability, adjustability, and the like. The driving force is properly distributed to the rear wheels 56, and the differential limiting device increases the escape of the hum road by limiting the slip of the wheel when slip occurs in the wheel.

In addition, the front drive shaft 60 and the rear drive shaft 64 are respectively disposed on the left and right sides of the front axle 58 and the rear axle 62 to transmit the driving force to the left and right wheels, On the left and right sides, safety traction systems 68 are respectively installed on the rear drive shaft 64.

Meanwhile, the safety traction system 68 is installed at one side of the rear drive shaft 64 to control power transmission between the rear axle 62 and the rear wheel 56 as shown in FIGS. 4 to 7. It is composed of a driving force transmission means 70 and a hydraulic control device 72 connected to the driving force transmission means 70 to control the operation of the driving force transmission means 70 by hydraulic pressure.

The rear drive shaft 64 has a first drive shaft 66 having one end connected to the rear axle 62 to receive a driving force from the rear axle 62, and a driving force of the first drive shaft 66. It consists of a second drive shaft 68 for transmitting to the rear wheel 56, the drive force transmission means 70 is installed between the first drive shaft 66 and the second drive shaft 68.

The driving force transmitting means 70 is formed integrally with the side of the rear axle 62 and is filled with oil therein, and is disposed inside the housing 74 and the first drive shaft 66. Cylindrical first power transmission unit 76 provided at the other end of the) and the second power projecting on the outer peripheral side of the second drive shaft 68 and disposed inside the first power transmission unit 76. The first drive shaft 66 and the second drive shaft (movably installed in the transfer unit 78 and the first power transmission unit 76 and in contact with and separated from the second power transmission unit 78 ( Intermittent plate 80 for intermittent transmission of power between the 68 and the return spring disposed between the intermittent plate 80 and the first power transmission unit 76 to elastically support the intermittent plate 80 ( 82).

Here, since the housing 74 is integrally formed with the rear axle 62 and the oil is filled therein, oil is discharged to the through portions of the first drive shaft 66 and the second drive shaft 68. A sealing cap 84 is installed to prevent it.

In addition, the first power transmission unit 76 is a cylindrical structure fixed to the other end of the first drive shaft 66 to be rotated together with the first drive shaft 66, the first drive shaft It is fixed to or integrally welded to the 66. Inside the first power transmission portion 76, one end of the second drive shaft 68, the interruption plate 80 and the return spring 82 are located. An insertion groove 76a in which one end of the second drive shaft 68 is rotatably inserted is formed at one side of the inner surface of the first power transmission unit 76. At one end of the second drive shaft 68, a locking protrusion 68a is formed to protrude in the outer circumferential direction, and the locking protrusion 68a of the second drive shaft 68 is caught at an inlet of the insertion groove 76a. And a locking plate 76b is installed to prevent the insertion groove 76a from being separated from the insertion groove 76a. A thrust bearing is installed in the locking projection 68a and the insertion groove 76a as described above.

Thus, the second drive shaft 68 is rotatable separately from the first power transmission portion 76 and is connected to the first power transmission portion 76 with limited movement in the axial direction.

The second power transmission unit 78 is a plate-shaped member protruding from the outer circumferential side of the second drive shaft 68 and integrally rotated with the second drive shaft 68. While being connected or disconnected, the driving force of the first power transmission unit 76 is transmitted to the second drive shaft 68.

In addition, the intermittent plate 80 is inserted into the transfer groove 76c axially formed on the inner circumferential surface of the first power transmission unit 76 so as to be movable, and moves along the transfer groove 76c. It is in contact with or spaced apart from the second power transmission 78.

That is, the intermittent plate 80 is in close contact with the second power transmission unit 78 by the return spring 82 to transmit the driving force, and the internal hydraulic pressure of the housing 74 is reduced by the return spring 82. When raised to overcome the elastic force is moved along the transfer groove (76c) to be spaced apart from the second power transmission unit 78 to block the transmission of the driving force.

The transfer groove 76c is provided with a plurality along the inner circumference of the first power transmission unit 76, the intermittent plate 80 is a plurality of plate-shaped members respectively installed in the plurality of transfer grooves 76c, Or it is a disk-shaped member in which the some protrusion part 80a inserted in the said some conveyance groove 76c so that a movement is possible.

In the former case, as shown in FIG. 6A, the intermittent plates 80 are disposed to be movable in the plurality of transfer grooves 76c, respectively, and the plurality of intermittent plates 80 and the first power transmission unit ( A plurality of return springs 82 are respectively provided between the plurality of return springs. One side of the interruption plate 80 is in close contact with the transfer groove 76c so as to be slidable, and the other side of the interruption plate 80 is the second. In close contact with the outer circumferential surface of the drive shaft 68, the inner surface of the first power transmission unit 75 having the transfer groove 76c is also in contact with the outer circumferential surface of the second drive shaft 68. In particular, a sealing member is preferably installed between the intermittent plate 80, the transfer groove 76c, and the second drive shaft 68 to prevent oil from leaking out.

One side of the intermittent plate 80 and the transfer groove 76c is formed in a 'T' shape to prevent any separation and flow of the intermittent plate 80.

In the latter case, as shown in FIG. 6B, the intermittent plate 80 is formed in a disk shape having a hole 80b through which the second drive shaft 68 penetrates in the center thereof, and the transfer groove is formed at an edge thereof. A plurality of protrusions 80a which are movably inserted into the 76c are formed along the circumference. The return spring 82 is provided between the intermittent plate 80 and the first power transmission unit 76 so as to be spaced apart from each other at equal intervals in the circumferential direction.

The intermittent plate 80 is installed to be in close contact with the inner surface of the first power transmission unit 76 and the outer surface of the second drive shaft 68 so as to be slidable. In particular, it is preferable that a sealing member is installed between the intermittent plate 80 and the first power transmission unit 76 and the intermittent plate 80 and the second drive shaft 68 to prevent oil from leaking out.

The contact surfaces of the intermittent plate 80 and the second power transmission unit 78 configured as described above are provided with bent portions 80c and 78a which can be fitted to each other, thereby preventing slippage from occurring on the contact surface. The loss of power is prevented in the process of transferring power between the first power transmission unit 76 and the second power transmission unit 68.

On the other hand, the hydraulic generator (72) is installed on one side of the rear axle (62) and the oil filled therein, the hydraulic cylinder 86, and the hydraulic cylinder (86) is inserted into the inside of the hydraulic cylinder 86 as a conductor The plunger 88 formed, an electromagnet 90 installed in front of the plunger 88 to move the plunger 88 to generate hydraulic pressure, and connected to the electromagnet 90 and the power source 92 and the electromagnet Control switch 94 for controlling the movement of the plunger 88 by intermittent the current supplied to the 90, and one end is connected to the hydraulic cylinder 86 and the other end is connected to the housing 74, the hydraulic pressure It consists of a hydraulic hose 96 for transmitting hydraulic pressure between the cylinder 86 and the housing 74.

Here, the electromagnet 90 becomes magnetic by the current applied by the control switch 94, the magnetism of the electromagnet 90 acts an attractive force on the plunger 88 so that the plunger 88 is an electromagnet The hydraulic pressure is generated while moving in the 90 direction, and the hydraulic pressure is supplied to the housing 74 through the hydraulic hose 96.

In addition, the first power transmission unit 76 has a hydraulic pressure transmission path 98 is formed on one side so that the hydraulic pressure acting on the housing 74 can be transmitted to the inside, and the hydraulic pressure transmitted through the hydraulic hose 96. When the internal pressure of the housing 74 is increased by the hydraulic transmission passage 98, the internal pressure of the first power transmission unit 76 is also increased.

Looking at the operation of the safety traction system of a four-wheel drive vehicle according to the present invention configured as described above are as follows.

First, when the control switch 94 of the hydraulic generator 72 is ON (operated) by the driver to apply power to the electromagnet 90, as shown in Figure 7, the attraction force of the electromagnet 90 By the plunger 88 is moved to generate the hydraulic pressure, the hydraulic pressure is transmitted to the interior of the housing 74 through the hydraulic hose (96).

In addition, the hydraulic pressure is transmitted through the hydraulic hose 96 to increase the internal pressure of the housing 74, and the hydraulic pressure is transmitted to the first power through the pressure transmission path 98 formed in the first power transmission unit 76. It is delivered to the inside of the delivery unit 76 and acts on the intermittent plate 80.

Since the intermittent plate 80 is moved in the axial direction by the pressure applied, the intermittent plate 80 and the second power transmission unit 68 are spaced apart from each other, whereby the first drive shaft 68 and The second drive shaft 66 is unable to transmit the driving force through rotation, which essentially blocks the transmission of power between the rear axle 62 and the rear wheel 56.

Therefore, as shown in FIG. 8, the full-time four-wheel drive vehicle 50 may be towed by a general towing method of a two-wheel drive vehicle, which is not conventionally applicable when towing is inevitable due to a failure or an accident of the vehicle. do.

That is, even if the front wheel 54 is lifted and fixed to the tow vehicle 100 and the rear wheel 56 is towed to the ground, the rear axle 62 and the front axle (rotational force of the rear wheel 56 against the ground) 58 is prevented from being reversely transmitted, thereby preventing damages such as a power distribution device and a differential limiting device, which are key components of the full-time four-wheel drive vehicle 50.

On the other hand, when the control switch 94 is turned OFF to cut off the power applied to the electromagnet 90, the magnetic force applied to the plunger 88 is dissipated to suppress the generation of hydraulic pressure, the housing The internal pressure of 74 is lowered to reduce the magnitude of the hydraulic pressure applied to the interruption plate 80.

When the magnitude of the hydraulic pressure acting on the intermittent plate 80 as described above is reduced to less than the elastic force of the return spring 82, the intermittent plate 80 is moved to the initial position by the return spring 82, The bent portion 80c.78a formed on the contact surface of the intermittent plate 80 and the second power transmission portion 68 is fitted to each other.

Accordingly, the driving force of the rear axle 62 is transmitted to the second power transmission portion 78 by the intermittent plate 80 via the first drive shaft 66 and the first power transmission portion 68. The driving force transmitted to the second power transmission unit 78 is transmitted to the rear wheel 56 via the second drive shaft 68.

Since the safety traction system of the four-wheel drive vehicle of the present invention configured as described above has a structure in which the first drive shaft and the second drive shaft installed between the rear axle and the rear wheel can be connected or separated by a driving force transmission means, In the same manner, when the four-wheel drive vehicle is towed, power transmission between the first drive shaft and the second drive shaft is interrupted by the driving force transmission means, thereby preventing damage to the engine and the front axle due to reverse power transfer. There is this.

In addition, since the four-wheel drive vehicle can be towed by a general two-wheel drive vehicle towing method as described above, compared to the conventional four-wheel drive vehicle towing method is towed more quickly and simply, the cost and time required for towing the four-wheel drive vehicle There is also an effect that is reduced.

1 is a configuration diagram schematically showing the configuration of a full-time four-wheel drive vehicle according to the prior art,

Figure 2a, 2b is a state diagram showing a traction method of a full-time four-wheel drive vehicle according to the prior art,

3 is a configuration diagram schematically showing the configuration of a full-time four-wheel drive vehicle according to the present invention,

4 is a configuration diagram showing a safety traction system of a `full-time four-wheel drive vehicle according to the present invention,

FIG. 5 is a cross-sectional view of A-A of FIG. 4;

6A and 6B are cross-sectional views illustrating B-B of FIG. 4.

7 is an operational state diagram showing a safety traction system of a full-time four-wheel drive vehicle according to the present invention,

8 is a state diagram showing a traction method of a full-time four-wheel drive vehicle according to the present invention.

<Explanation of symbols on main parts of the drawings>

50: full-time four-wheel drive vehicle 62: rear axle

66: first drive shaft 68: second drive shaft

70: drive force transmission means 72: hydraulic control device

74: housing 76: first power transmission portion

78: second power transmission unit 80: intermittent plate

82: return spring 84: sealing cap

86: hydraulic cylinder 88: plunger

90: electromagnet 94: control switch

96: hydraulic hose 98: hydraulic transmission passage

Claims (12)

A front axle for shifting the power of the engine and transmitting a portion of the shifted power to the front wheels; A rear axle which receives the rest of the shifted power from the front axle and delivers the rest to the rear wheels; A first drive shaft having one end connected to the rear axle and receiving a driving force from the rear axle; A second drive shaft transmitting a driving force of the first drive shaft to a rear wheel; Drive force transmission means interposed between the first drive shaft and the second drive shaft to interrupt power transmission between the first drive shaft and the second drive shaft; And a hydraulic control device connected to the driving force transmission means to control the operation of the driving force transmission means by hydraulic pressure. The method of claim 1, The driving force transmitting means includes a housing integrally formed at the side of the rear axle and filled with oil therein; A first power transmission unit disposed inside the housing and formed in a cylindrical shape at the other end of the first drive shaft; A second power transmission part protruding on an outer circumferential side of the second drive shaft and disposed inside the first power transmission part; An intermittent plate movably installed in the first power transmission unit and intermittent to transmit and receive power between the first drive shaft and the second drive shaft while being in contact with and separated from the second power transmission unit; And a return spring disposed between the intermittent plate and the first power transmission unit to elastically support the intermittent plate. The method of claim 2, And one end of the second drive shaft is rotatably inserted into an insertion groove formed on an inner side surface of the first power transmission unit. The method of claim 3, wherein The insertion groove has an engaging plate mounted to the inlet portion, the second drive shaft of the four-wheel drive vehicle, characterized in that once the engaging projection is formed on the outer circumference is limited in the axial movement of the second drive shaft and the first power transmission portion. Safety traction system. The method of claim 2, The first power transmission unit has a transport groove formed in the circumferential direction on the inner circumferential surface, the safety traction system for a four-wheel drive vehicle, characterized in that one side of the interruption plate is inserted into the transport groove to be movable. The method of claim 5, The conveying groove is provided with a plurality along the inner circumference of the first power transmission portion, a safety traction system for a four-wheel drive vehicle, characterized in that a plurality of intermittent plate and return spring is provided to correspond to the conveying groove. The method of claim 6, One side and the transfer groove of the interruption plate is a safety traction system of a four-wheel drive vehicle, characterized in that formed in a 'T' shape to prevent any deviation. The method of claim 5, The transfer groove is provided with a plurality along the inner circumference of the first power transmission portion, the intermittent plate is formed in a disk shape, a plurality of projections for protruding at the edge to be inserted into the transfer groove movably four-wheel drive Vehicle safety traction system. The method of claim 8, And a plurality of return springs are installed between the intermittent plate and the first power transmission unit. The method according to any one of claims 2 to 9, The interruption plate and the second power transmission unit is a safety traction system of a four-wheel drive vehicle, characterized in that the bent portion that can be fitted to each other to facilitate the transmission of power to prevent slipping. The method of claim 10, The hydraulic generator is installed on one side of the rear axle and the hydraulic cylinder filled with oil therein; A plunger comprising a conductor movably inserted into the hydraulic cylinder; An electromagnet installed at the front of the plunger to move the plunger to generate hydraulic pressure; A control switch connected to one end of the electromagnet and regulating a current supplied to the electromagnet to adjust the movement of the plunger; One end is connected to the hydraulic cylinder and the other end is connected to the housing is a safety traction system of a four-wheel drive vehicle, characterized in that composed of a hydraulic hose for transmitting the hydraulic pressure between the hydraulic cylinder and the housing. The method of claim 11, The first power transmission unit is a safety traction system of a four-wheel drive vehicle, characterized in that the hydraulic transmission path is formed on one side so that the hydraulic pressure acting on the housing can be transmitted to the inside.