KR200475079Y1 - Drive wheel converting device of a car - Google Patents

Abstract

The present invention relates to a drive switching device for an automobile, and more particularly, to a drive switching device for an automobile, which includes a helical drive gear and first and second output shafts, the output of which is transmitted through a transmission and a propeller shaft, And a differential device for transmitting the driving force generated by the engine to the first and second output shafts, wherein the differential device includes a rear differential gear (Rear Front Axle, Differential ); Rear Rear Axle Differential provided on the first output shaft and the second output shaft; And an Inter Axle Differential that performs a differential action between a rear train axis constituting the rotation axis of the rear tire and a rear wheel axis constituting the rotation axis of the rear tire.

Description

[0001] DRIVE WHEEL CONVERTING DEVICE OF A CAR [0002]

The present invention relates to a drive switching device for an automobile, and more particularly, to a drive switching device for an automobile which is capable of switching four-wheel drive (4WD) to two-wheel drive (2WD) and axle lifting To a drive switching device.

The four wheel drive is a system in which power is transmitted to all four wheels of the vehicle's propulsion system, as shown in FIG.

It is called all-wheel drive (4WD) because it is transmitted to all wheels on all four wheels.

Compared to conventional two-wheel drive, it has superior thrust, so it has excellent performance when driving on uneven roads, rough roads and slippery roads.

Even in the past, four-wheel drive was mainly installed in military or rough-road vehicles, but recently it has been adopted in luxury cars to improve driving performance.

The power from the engine is distributed to the front and rear wheels through a transfer case. Depending on the type, the vehicle is divided into full-time 4WD and part-time 4WD.

The all-wheel drive system always runs on four-wheel drive, and there are problems such as energy consumption and noise. However, since the driving force is excellent, the slip is reduced and the driving performance of the car is improved particularly on the curved road.

In contrast, the four-wheel drive system is the basic system of four-wheel drive, and some Korean four-wheel drive vehicles adopt this system.

Usually, it is driven by two wheels, and when it meets the rough road, it selectively carries out four-wheel drive. It has the advantage of reducing energy loss and noise caused by four-wheel drive.

On the other hand, a variety of devices that can switch between four-wheel drive (4WD) and two-wheel drive (2WD) are preferred because of the high preference of automobiles employing a four-wheel drive system, Are being developed.

However, in the case of known technologies, there is a somewhat complicated structure for switching between four-wheel drive (4WD) and two-wheel drive (2WD). It is necessary to supplement the structure.

Korea Patent Office Application No. 10-1996-0036783 Korea Patent Office Application No. 10-2001-0068076 Korea Patent Office Application No. 10-2002-0021329 Korea Patent Office Application No. 10-2012-0072103

The object of the present invention is to provide a drive switching device for an automobile which is capable of switching a four-wheel drive (4WD) to a two-wheel drive (2WD) and an axle lifting with a simple structure.

The object of the present invention is achieved by a helicopter comprising: a helical drive gear and first and second output shafts, the output from an engine being transmitted through a transmission and a propeller shaft, And a differential device for transmitting the driving force generated by the engine to the helical drive gear and the first and second output shafts, wherein the differential device includes a rear differential gear differential (Rear) provided on the helical drive gear, Front Axle, Differential); Rear Rear Axle Differential provided to the first output shaft and the second output shaft; And an Inter Axle Differential which performs a differential action between a rear train axis constituting the rotational axis of the rear tire and a rear wheel axis constituting the rotational axis of the rear tire. And the driving force of the motor vehicle.

A clutch sleeve spline coupled to the first output shaft is engaged with a helical drive gear for transmitting an output from the inter-axle differential to the rear axle to selectively control the inter-axle differential to prevent differential action, ).

The first and second output shafts are provided movably with clutch sleeves for coupling the output shafts, and the first and second output shafts can be separated or mutually connected by the operation of the clutch sleeve for coupling the output shafts.

An input unit for inputting a signal for drive switching; And a controller for controlling the operation of the output shaft connecting clutch sleeve and the differential lock based on the signal of the input unit.

The front tire is driven by the output of the engine transferred to the inter-axle differential in the normal running (on-ride) situation mode, and when the operation of the clutch sleeve for output shaft connection 170 is turned on, And the operation of the differential lock is turned off, so that the vehicle can be operated in the four-wheel drive (4WD) mode.

The front tire is driven by the output of the engine transmitted to the inter-axle differential in the differential limiting (on-take) situation mode, and when the operation of the output shaft connecting clutch sleeve 170 is on, The rear wheel is driven through the differential, and the differential lock operation is turned on, so that the vehicle can be operated in the four-wheel drive (4WD) mode.

The following tire is driven by the output of the engine transferred to the inter-axle differential in the economy running (tolerance) situation mode, and as the operation of the output shaft connecting clutch sleeve 170 is turned off, The power is not transmitted to the rear wheel so that the rear tire is not driven, and the differential lock operation is on but can be operated in the two-wheel drive (2WD) mode.

According to the present invention, it is possible to convert a four-wheel drive (4WD) into a two-wheel drive (2WD) and an axle lifting in a simple structure.

As the present invention, it is possible to implement the switching between four-wheel drive (4WD) and two-wheel drive (2WD) with a simple structure, which can reduce manufacturing cost and maintenance cost and can be used for a long time without any trouble.

In addition, when the present invention is applied to a vehicle, it is possible to prevent fuel consumption from increasing due to a decrease in driving resistance of the vehicle and unnecessary wear of the tire.

According to the present invention, the inertia resistance is reduced, that is, the inertia resistance of the weight from the second output shaft to the tire at the time of axle lifting is reduced.

According to the present invention, the rolling resistance is reduced, that is, the rolling resistance of the tire is reduced at the time of axle lifting.

In addition, according to the present invention, there is an effect of reducing the abrasion of the tire, that is, reducing the abrasion of the tire in which the tire is not worn during the axle lifting.

1 is a schematic view of a general four-wheel drive.
Fig. 2 is a configuration diagram of a vehicle according to a general running situation. Fig.
FIG. 3 is a schematic diagram of a drive switching device for a vehicle according to an embodiment of the present invention, which corresponds to FIG.
4 is an enlarged view of the main part of Fig.
5 is a configuration diagram of a vehicle according to a differential limiting (idle) situation.
FIG. 6 is a schematic diagram of a drive switching device for a vehicle according to an embodiment of the present invention, which corresponds to FIG. 5;
7 is an enlarged view of the main part of Fig.
8 is a configuration diagram of the automobile according to the state of economy driving (tolerance).
FIG. 9 is a schematic diagram of a drive switching apparatus for a vehicle according to an embodiment of the present invention, which corresponds to FIG. 8. FIG.
10 is an enlarged view of the main part of Fig.
FIG. 11 is a control block diagram of a drive switching apparatus for a vehicle according to an embodiment of the present invention.
FIG. 12 is a table for a general running (standing-by) situation mode, a differential limiting (standing-by) situation mode, and an economic running (tolerance) situation mode.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention, and how to accomplish them, will become apparent with reference to the embodiments described below in detail with reference to the accompanying drawings.

However, the present invention is not limited to the embodiments disclosed below, but may be embodied in various forms.

In this specification, the present embodiment is provided so that the disclosure of the present invention is complete, and that those skilled in the art will fully understand the scope of the present invention. And this invention is only defined by the scope of the claims.

Thus, in some embodiments, well known components, well known operations, and well-known techniques are not specifically described to avoid an undesirable interpretation of the present invention.

Like reference numerals refer to like elements throughout the specification. It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

In the present specification, the singular form includes plural forms unless otherwise specified. Also, components and acts referred to as " comprising (or comprising) " do not exclude the presence or addition of one or more other components and operations.

Unless defined otherwise, all terms (including technical and scientific terms) used herein may be used in a sense that is commonly understood by one of ordinary skill in the art to which this invention belongs.

Also, commonly used predefined terms are not ideally or excessively interpreted unless they are defined.

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

2 is a schematic diagram of a vehicle according to an embodiment of the present invention corresponding to FIG. 2; FIG. 4 is a schematic diagram of a vehicle driving system according to an embodiment of the present invention corresponding to FIG. 6 is a schematic diagram of a drive switching device for a vehicle according to an embodiment of the present invention corresponding to Fig. 5, Fig. 7 is a schematic diagram Fig. 9 is a schematic diagram of a drive switching device for a vehicle according to one embodiment of the present invention corresponding to Fig. 8, Fig. 10 is a diagram Fig. 11 is a control block diagram of a drive switching device of a vehicle according to an embodiment of the present invention, and Fig. 12 is a control block diagram of a vehicle running mode It is a theorem table for the running (at the time of the car) situation mode.

Referring to these drawings, the drive switching device of the automobile according to the present embodiment is a simple and simple structure that switches the four-wheel drive (4WD) of a vehicle such as a truck to two-wheel drive (2WD) and axle lifting .

3 and 4, an overall system of a drive switching apparatus for a vehicle according to the present embodiment will be described.

An output of the engine 101 is transmitted via a transmission 102 via a propeller shaft 103 to two output shafts, i.e., an interaxle differential 110 And is transmitted to the helical drive gear 161 and the first and second output shafts 151 and 152.

At this time, the first and second output shafts 151 and 152 are separated from each other and selectively connected.

In the case of a large truck, two output shafts, that is, the inter-axle differential 110, are connected to the helical drive gear 161 and the first and second output shafts 2 output shafts 151 and 152. In order to apply the structure, three differentials are required.

The three differentials include Rear Front Axle Differential 120, Rear Rear Axle Differential 130, and Inter Axle Differential 110.

The interaxle differential 110 performs a differential action between the rear axle 141 constituting the rotation axis of the rear front tire and the rear axle 142 constituting the rotation axis of the rear tire.

Here, the inter-axle differential 110 is generated by a rotation deviation of the front and rear wheels during a rapid turn during four-wheel drive (4WD) traveling, and is referred to as a differential configured in the TC to prevent tight corner braking .

When the tight corner braking phenomenon occurs, the interaxle differential 110 cancels the difference (the difference in the number of revolutions) between the power of the front wheel and the power of the rear wheel by the differential action. The inter-axle differential 110 is a mechanism applied to a full-time system that always travels with four wheels as in the present embodiment.

Since the inter-axle differential 110 exists, it is possible to compensate for the difference in the speed of the inner wheel of the rear train axle and the outer wheel of the rear axle by the vehicle, that is, when the truck is running in a curved line, by differential action.

One of the two side gears (not shown) for outputting the interaxle differential 110 transmits power to the rear electric train shaft 141 through the helical drive gear 161 and the other one transmits the power to the first output shaft 151, And transmits the power to the rear axle 142 via the rear axle 142.

On the other hand, if one of the four driving wheels on the helical drive gear 161 and the first and second output shafts 151 and 152 loses its driving force due to slipping or the like, the vehicle can not move.

That is, since the helical drive gear 161 and the first and second output shafts 151 and 152 are connected by the three differentials 110, 120 and 130, the helical drive gear 161 and the first and second output shafts 151 and 152 ) Of the four driving wheels on one side of the vehicle lose the driving force due to the slip of the road surface, the driving force is concentrated on the wheel having the smallest load, that is, the slip, so that the vehicle can not move.

The differential lock 162 includes a clutch sleeve 162a splined to the first output shaft 151 and a helical drive gear 161 for transmitting the output from the interaxle differential 110 to the rear axle 141 So that the inter-axle differential 110 does not perform a differential action.

Therefore, the driving force of the engine 101 can be forcibly transmitted to the one helical drive gear 161 and the first and second output shafts 151 and 152 at a ratio of 50:50. Thus, even if the driving shaft, So that the vehicle can move.

As described above, in the present embodiment, the output shafts 151 and 152 for transmitting power from the inter-axle differential 110 to the rear axle 142 are separated into two first and second output shafts 151 and 152, An output shaft coupling clutch sleeve 170 is movably provided on the first and second output shafts 151 and 152 formed.

The first and second output shafts 151 and 152 may be separated or interconnected by the operation of the clutch sleeve 170 for coupling the output shaft.

In this embodiment, the input shaft 185 and the controller 180 are provided for the operation of the output shaft coupling clutch sleeve 170.

The input unit 185 serves to input a signal for driving switching. The controller 180 controls the operation of the output shaft coupling clutch sleeve 170 and the differential lock 162 on the basis of the signal of the input section 185 that inputs a signal for switching the drive.

The controller 180 performing such a role may include a central processing unit 181 (CPU), a memory 182 (MEMORY), and a support circuit 183 (SUPPORT CIRCUIT) as shown in FIG.

The central processing unit 181 is used industrially to control the operation of the output shaft connecting clutch sleeve 170 and the differential lock 162 based on the signal of the input unit 185 that inputs a signal for switching the drive in this embodiment And may be one of a variety of computer processors that may be employed.

The memory 182 (MEMORY) is connected to the central processing unit 181. The memory 182 may be a computer readable recording medium and may be located locally or remotely and may be any of various types of storage devices, including, for example, random access memory (RAM), ROM, floppy disk, hard disk, At least one or more memories.

The support circuit 183 (SUPPORT CIRCUIT) is coupled with the central processing unit 181 to support the typical operation of the processor. The support circuit 183 may include a cache, a power supply, a clock circuit, an input / output circuit, a subsystem, and the like.

In this embodiment, the controller 180 controls the operation of the output shaft connecting clutch sleeve 170 and the differential lock 162 on the basis of the signal of the input section 185 that inputs a signal for switching the drive. At this time, a series of processes or the like for controlling the operation of the clutch sleeve 170 for output shaft connection and the differential lock 162 based on the signal of the input section 185, in which the controller 180 inputs a signal for switching the drive, 182 < / RTI > Typically, a software routine may be stored in the memory 182. The software routines may also be stored or executed by other central processing units (not shown).

Although the processes according to the present invention have been described as being performed by software routines, it is also possible that at least some of the processes of the present invention may be performed by hardware. As such, the processes of the present invention may be implemented in software executed on a computer system or in hardware such as an integrated circuit, or in a combination of software and hardware.

Meanwhile, as described above, the output shaft connecting clutch sleeve 170 is movably provided in the region separated by the two first and second output shafts 151 and 152 and controlled by the controller 180, And the second output shafts 151 and 152 can be coupled to each other via a single shaft, or the first and second output shafts 151 and 152 can be separated as they are and power transmission can be interrupted.

In other words, the power transmission is a state in which the first and second output shafts 151 and 152 are coupled as a single shaft by the clutch sleeve 170 for connecting the output shaft as shown in Figs. 3, 4, 6 and 7, The drive force of the first drive shaft 101 is transmitted to both the first and second output shafts 151 and 152.

However, when the output shaft coupling clutch sleeve 170 is moved in the direction of the arrow as shown in FIG. 9 and FIG. 10, the first and second output shafts 151 and 152 are disconnected. In this case, the interaxle differential 110 Is transmitted only to the first output shaft 151 and is not transmitted to the second output shaft 152. Accordingly, since the driving force is not transmitted to the rear-rear axle 142, the rear-rear tire is not rotated.

Since the operation of the output sleeve coupling clutch sleeve 170 is controlled by the controller 180 in this embodiment, the power transmitted to the rear and rear axles 142 can be controlled Can be selectively blocked.

When the power transmitted to the rear axle 142 is selectively blocked, the output from the inter-axle differential 110 is transmitted only to the first output shaft 151 which is in front of the clutch sleeve for output shaft connection 170, Can not move.

At this time, when the differential lock 162 is operated, the differential action in the inter-axis differential 110 is limited and the power is transmitted to the rear axle 141.

In this case, the driving force of the vehicle changes from 4WD to 2WD. In this state, the rear axle 142 can be lifted and the vehicle can be operated.

In fact, when such a mechanism is implemented, it is possible to prevent fuel consumption from increasing due to reduction of driving resistance of the vehicle and unnecessary wear of the tire.

Prior to the description of the operation of this embodiment, a power transmission path from the engine 101 will be briefly described.

The rotational force generated in the engine 101 is transmitted to the inter-axle differential 110 via the transmission 102 and the propeller shaft 103 via a clutch (not shown).

At this time, the rotational force transmitted to the inter-axle differential 110 passes through the rear electric train shaft side gear (not shown) through the helical drive gear 161, the helical driven gear 163, and the drive pinion 164, And is transmitted to the ring gear 165a of the sun gear 141, thereby driving the rear tire.

The rotational force transmitted to the interaxle differential 110 is transmitted to the ring gear 165b of the rear axle 142 via the rear axle-driven side gear (not shown), the first output shaft 151 and the second output shaft 152 Whereby the rear tire (Rear Tire) is driven.

Hereinafter, the transmission process of the condition-specific force will be described in detail.

First, it is a general driving (on-time) situation as shown in Figs. 2 to 4. Fig. At this time, the truck will run in four-wheel drive (4WD) mode.

The output of the engine 101 is transmitted to the inter-axle differential 110 via the transmission 102 and the propeller shaft 103 and then the rear front tire is driven through the rear axle differential 120.

Separately, the output of the engine 101 is transmitted to the inter-axle differential 110 via the transmission 102 and the propeller shaft 103, and the output shaft coupling clutch sleeve 170 is in the on- The rear-rear tires are driven through the rear-wheel axle differential 130.

On the other hand, the operation of the differential lock 162 is turned off in the process of FIG. 2 to FIG.

Next, it is a differential limiting (on-time) situation as shown in Figs. At this time, the truck also runs in four-wheel drive (4WD) mode.

The output of the engine 101 is transmitted to the inter-axle differential 110 via the transmission 102 and the propeller shaft 103 and then the rear front tire is driven through the rear axle differential 120.

Separately, the output of the engine 101 is transmitted to the inter-axle differential 110 via the transmission 102 and the propeller shaft 103, and the output shaft coupling clutch sleeve 170 is in the on- The rear-rear tires are driven through the rear-wheel axle differential 130.

On the other hand, in the process of FIGS. 5 to 7, the differential lock 162 is turned on to implement the differential limiting.

Lastly, it is an economical running (tolerance time) situation as shown in FIG. 8 to FIG. At this time, the truck is switched to the two-wheel drive (2WD) mode and operated.

The output of the engine 101 is transmitted to the inter-axle differential 110 via the transmission 102 and the propeller shaft 103 and then the rear front tire is driven through the rear axle differential 120.

Separately, the output of the engine 101 is transmitted to the inter-axle differential 110 via the transmission 102 and the propeller shaft 103. At this time, since the operation of the clutch sleeve 170 for connecting the output shaft is turned off, no power is transmitted to the after-wheel differential 130, so that the rear tire is not driven.

8 to 10, the differential lock 162 is turned on. In this state, the axle lifting may be performed as shown in FIG. Therefore, it can provide various effects such as reducing the fuel cost or lifting a hollow wheel.

A table summarizing these is shown in Fig.

According to the present embodiment having such a structure and action, it is possible to switch the four-wheel drive 4WD to a two-wheel drive (2WD) and an axle lifting in a simple and simple structure.

Since the drive system can be switched between the four-wheel drive (4WD) and the two-wheel drive (2WD) with a simple structure as in the present embodiment, the manufacturing cost and the maintenance cost can be reduced.

In particular, it is possible to prevent an increase in fuel consumption and unnecessary wear of the tire due to a decrease in driving resistance of the vehicle.

According to the present invention, the inertia resistance is reduced, that is, the inertia resistance of the weight from the second output shaft to the tire at the time of axle lifting is reduced.

According to the present invention, the rolling resistance is reduced, that is, the rolling resistance of the tire is reduced at the time of axle lifting.

In addition, according to the present invention, there is an effect of reducing the abrasion of the tire, that is, reducing the wear of the tire in which the tire is not worn during axle lifting.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention as defined in the appended claims. Accordingly, such modifications or variations are intended to fall within the scope of the appended claims.

101: engine 102: transmission
103: propeller shaft 110: interaxle differential
120: After Train Axle Differential 130: After Train Axle Differential
141: rear axle shaft 142: rear axle shaft
151: first output shaft 152: second output shaft
161: Helical drive gear 162: Differential lock
162a: clutch sleeve 163: helical driven gear
164: drive pinion 165a, 165b: ring gear
170: clutch sleeve for output shaft connection 180: controller

Claims (7)

A helical drive gear and first and second output shafts, the output from the engine being transmitted through a transmission and a propeller shaft, and separated from each other; And
And a differential for transmitting the driving force generated by the engine to the helical drive gear and the first and second output shafts,
The differential device includes:
A rear front axle differential provided to the helical drive gear;
A rear output shaft differential provided to the first output shaft and the second output shaft; And
And an Inter Axle Differential which performs a differential action between a rear train axis constituting the rotation axis of the rear tire and a rear wheel axis constituting the rotation axis of the rear tire. Drive switching device of a car.
The method according to claim 1,
A clutch sleeve spline coupled to the first output shaft is engaged with a helical drive gear for transmitting an output from the inter-axle differential to the rear axle to selectively control the inter-axle differential to prevent differential action, ) For driving the vehicle.
3. The method of claim 2,
Wherein the first and second output shafts are movably provided with clutch sleeves for connecting output shafts,
Wherein the first and second output shafts are separated or connected to each other by an operation of the output shaft connecting clutch sleeve.
The method of claim 3,
An input unit for inputting a signal for drive switching; And
Further comprising a controller for controlling an operation of the output shaft connecting clutch sleeve and the differential lock based on a signal of the input section.
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