KR20050122487A - A prevention structure for tork steer - Google Patents

Abstract

The present invention relates to a torque steer prevention structure of a vehicle in which a clutch is installed so that the left and right driving wheels of the vehicle can be operated without time difference. First and second wheel speed detection sensors 120 and 130 installed on the wheels LH and RH, respectively, and outputting a corresponding signal by detecting rotation of the driving wheel, and the first and second wheel speed detection sensors 120. And a control unit 140 for receiving a signal output from the 130 and outputting a corresponding control signal, and a clutch 150 installed at the left driving wheel LH of the vehicle and operating by the control signal output from the control unit 140. ), And a hydraulic pump 160 for supplying the hydraulic pressure required for the operation of the clutch 150 by the control signal of the controller 140.

Description

A prevention structure for tork steer

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torque steer preventing structure of a vehicle, and more particularly, to a torque steer preventing structure of a vehicle in which a torque steer phenomenon of a vehicle is prevented by installing a clutch such that left and right driving wheels of the vehicle can be operated without time difference.

The power transmission device of a vehicle is a device for transmitting power generated from an engine to a driving wheel, and is composed of a clutch, a transmission, a propulsion shaft, a reduction gear, a differential, an axle shaft, and the like.

On the other hand, FF (Front Engine Front Drive) and RR (Rear Engine Rear Drive) vehicles have an engine and a transmission near the driving wheel, so it is convenient to integrate the axle and the transmission, which is called a trans axle. .

In some vehicles, the front engine rear drive (FR) also separates the transmission from the engine and integrates the transmission into the rear final drive to improve the weight distribution.

A power transmission device of a conventional FF vehicle will be described with reference to FIG. 1.

A transaxle 12 is coupled to the engine 10, and the transaxle 12 is coupled to the left and right drive shafts 16 and 18 by a constant velocity joint 22, and the drive shafts 16 and 18 are axle shafts. (24) and the constant velocity joint (20).

At this time, a birfield joint having a simple structure having a large constant velocity joint 20 on the axle shaft 24 is commonly used.

On the other hand, in the FF vehicle, the drive center C of the transaxle 12 where the drive shafts 16 and 18 start is located left or right from the center of the vehicle, so that the left and right drive shafts 16 and 18 have different lengths. It is common to become

In this case, the joint joint B1 on the left side and the joint joint B2 on the right side are different, and the camber angles A1 and A2 on the left and right sides are in the same state.

As a result, pairing occurs due to the difference between the incidences B1 and B2, and a torque steer phenomenon occurs due to the pairing.

In other words, when the acceleration is accelerated, the vehicle is inclined toward the smaller angle, and in the case of the rapid deceleration, the vehicle is inclined at the larger angle. Therefore, during sudden acceleration and deceleration, there is a risk of an accident if the driver does not apply force to the steering wheel.

Therefore, a technique for preventing a torque steer phenomenon by adding a joint shaft between the left and right drive shafts to make an isotonic type has been disclosed, but there is a problem that the cost of the joint shaft is added and the structure is complicated.

The present invention has been devised to solve the above problems, by installing a clutch system on the driving wheel of the vehicle to control the driving force applied to the driving wheel of the vehicle by the torque steering of the vehicle to prevent the torque steering phenomenon of the vehicle It is an object to provide a prevention structure.

Figure 2a is a block diagram showing a configuration of one embodiment of a torque steer prevention structure of a vehicle according to the present invention, Figure 2b is a block diagram showing a configuration of an embodiment of a torque steer prevention structure of a vehicle according to the present invention, In the driving wheel, the first and second wheel speed detection sensors (120, 130) installed on the left and right driving wheels (LH, RH) of the vehicle, respectively, and outputs a corresponding signal by detecting the rotation of the driving wheel, The control unit 140 receives the signals output from the first and second wheel speed detection sensors 120 and 130 and outputs a corresponding control signal. The control unit 140 is installed on the left driving wheel LH of the vehicle. The clutch 150 is operated by the output control signal, and the hydraulic pump 160 for supplying the hydraulic pressure required for the operation of the clutch 150 by the control signal of the control unit 140 and have.

An embodiment of the present invention will be described with reference to the drawings.

When the engine 100 of the vehicle is started to drive the vehicle, the power generated from the engine 100 is transmitted to the left and right driving wheels LH and RH through the transmission 110 of the vehicle, respectively, so that the vehicle can travel. Do it.

At this time, as shown in the figure, the power generated in the engine of the vehicle is first transmitted to a portion close to the engine of the vehicle so that the left driving wheel LH rotates.

In this case, when the rotation of the driving wheel is detected, the first wheel speed sensor 120 installed at the left driving wheel LH outputs a signal corresponding thereto to be input to the controller 140.

Wheel speed detection sensors are installed on the left and right driving wheels LH and RH of the vehicle, respectively, and are output from the respective wheel speed detection sensors 120 and 130.

The control unit 140 does not output a control signal for operating the clutch 150 when only the driving wheel rotation signal output from the first wheel speed sensor 120 installed at the left driving wheel LH is input. Do not. That is, when only the signal of the first wheel speed sensor 120 installed in the left driving wheel LH is input to the control unit 140, the control unit 140 does not output the clutch control signal. The clutch 150 installed in the LH allows the knuckle 170 of the driving wheel and the hub 180 to be connected to each other so that the left driving wheel LH is not driven.

Subsequently, the driving wheel rotation signal is simultaneously output from the first wheel speed detection sensor 120 installed on the left driving wheel LH and the second wheel speed detection sensor 130 installed on the right driving wheel RH. When input to the control unit 140, the control unit 140 outputs a clutch control signal so that the clutch 150 installed in the left driving wheel LH operates as shown in FIGS. 3A and 3B. The connection between the 170 and the hub 180 is released, so that the left driving wheel LH of the vehicle can operate. At this time, the clutch 150 operates by the hydraulic pressure supplied from the hydraulic pump 160 operated by the control signal output from the controller 140.

When the clutch 150 installed on the left driving wheel LH is operated by the control signal output from the controller 140 as described above, the left and right driving wheels LH and RH of the vehicle operate simultaneously. The generation of torque steer is prevented.

Unexplained reference numerals 185 and 190 in FIG. 3b mean constant velocity joints and wheel bearings, respectively.

While the invention has been shown and described with respect to certain preferred embodiments thereof, the invention is not limited to these embodiments, and has been claimed by those of ordinary skill in the art to which the invention pertains. It includes all the various forms of embodiments that can be implemented without departing from the spirit.

According to the present invention configured as described above, when the left and right driving wheels of the vehicle are driven at the same time, power is connected to the driving wheels of the vehicle, thereby having an effect of preventing a torque steer phenomenon of the vehicle.

1 is a view showing a power transmission device of a front wheel drive vehicle according to the prior art.

Figure 2a is a block diagram showing the configuration of one embodiment of a torque steer prevention structure of a vehicle according to the present invention.

Figure 2b is a block diagram showing the configuration of one embodiment of a torque steer prevention structure of a vehicle according to the present invention.

Figure 3a is a view showing the configuration of the left wheel of the vehicle in which the present invention is used.

FIG. 3B is a detailed view of part A of FIG. 3A;

-Explanation of symbols for the main parts of the drawings-

120, 130: first and second wheel speed detection sensor

140: control unit 150: clutch

160: hydraulic pump

Claims (1)

In the driving wheels of the vehicle, the first and second wheel speed detection sensors 120 and 130 are installed on the left and right driving wheels LH and RH of the vehicle to detect rotation of the driving wheels and output corresponding signals. The control unit 140 receives the signals output from the first and second wheel speed detection sensors 120 and 130 and outputs a corresponding control signal, and is installed on the left driving wheel LH of the vehicle and the control unit 140. Including a clutch 150 to operate by the control signal output from the), the hydraulic pump 160 for supplying the hydraulic pressure required for the operation of the clutch 150 by the control signal of the control unit 140 A torque steer prevention structure of a vehicle according to claim 1.