WO2009034471A2 - Mécanisme de répartition de la force motrice - Google Patents

Mécanisme de répartition de la force motrice Download PDF

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Publication number
WO2009034471A2
WO2009034471A2 PCT/IB2008/002865 IB2008002865W WO2009034471A2 WO 2009034471 A2 WO2009034471 A2 WO 2009034471A2 IB 2008002865 W IB2008002865 W IB 2008002865W WO 2009034471 A2 WO2009034471 A2 WO 2009034471A2
Authority
WO
WIPO (PCT)
Prior art keywords
driving force
shaft
force distribution
differential
clutch mechanism
Prior art date
Application number
PCT/IB2008/002865
Other languages
English (en)
Other versions
WO2009034471A3 (fr
Inventor
Takami Yokoo
Shin Kurosaki
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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
Priority claimed from JP2007283275A external-priority patent/JP4636073B2/ja
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to DE112008002420.0T priority Critical patent/DE112008002420B4/de
Priority to US12/676,028 priority patent/US8303451B2/en
Publication of WO2009034471A2 publication Critical patent/WO2009034471A2/fr
Publication of WO2009034471A3 publication Critical patent/WO2009034471A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B60K17/20—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing in which the differential movement is limited
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/22—Arrangements for suppressing or influencing the differential action, e.g. locking devices using friction clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H2048/204—Control of arrangements for suppressing differential actions

Definitions

  • This invention relates to a driving force distribution mechanism for a vehicle which distributes a driving force from a driving source to left and right driving wheels.
  • Japanese Patent No. 2641724 describes a conventional driving force distribution mechanism for a vehicle, which distributes and transmits driving force of a driving source, such as an engine changed in speed through a transmission, to left and right driving wheels (left and right wheels).
  • a driving force distribution mechanism that has a mechanical differential device, left and right clutches capable of transmitting torque to left and right wheels respectively, and left and right transmission mechanisms (speed-up mechanisms).
  • This driving force distribution mechanism described in Japanese Patent No. 2641724 is designed such that the left and right wheels are driven by the mechanical differential device in a state in which the left and right clutches are disengaged. Also, one of the driving wheels can be rotated faster than the other driving wheel by bringing one of the left and right clutches into engagement and the other in disengagement.
  • the driving force distribution mechanism described in Japanese Patent No. 2641724 is configured such that the left and right clutches and the change gears of the left and right transmission mechanisms are disposed on a single intermediate shaft provided parallel to an output shaft.
  • Use of both the right side and the left side of the intermediate shaft as describe above brings out the problem of an increase in size of the driving force distribution mechanism and size of a housing accommodating the driving force distribution mechanism, which leads to an increase in weight thereof and a deterioration in mountability.
  • This invention has been contrived in view of the above points, and is intended to provide a driving force distribution mechanism capable of reducing the production cost, the size of the driving force distribution mechanism, and the size of a housing surrounding the driving force distribution mechanism.
  • the driving force distribution mechanism has: a differential case which accommodates a differential mechanism therein; a first intermediate shaft which is provided parallel to a left output shaft extending leftward from the differential mechanism; a first transmission mechanism which is provided to the left of the differential case and changes and transmits driving force input to the differential case to the left output shaft via the first intermediate shaft; a first clutch mechanism which is capable of switching between a transmitting state in which the first transmission mechanism transmits the driving force to the left output shaft and a blocking state in which the transmission of the driving force is blocked; a second intermediate shaft which is provided parallel to a right output shaft extending rightward from the differential mechanism; a second transmission mechanism which is provided to the right of the differential case and changes and transmits the driving force input to the differential case to the right output shaft via the second intermediate shaft; and a second clutch mechanism which is capable of switching between a transmitting state in which the second transmission mechanism transmits the driving force
  • the first intermediate shaft and the second intermediate shaft can be disposed highly flexibly, and accordingly the size of the driving force distribution mechanism and the size of the housing surrounding this driving force distribution mechanism can be reduced, as described above. Therefore, the increase in weight of the driving force distribution mechanism and the deterioration in mountability can be prevented.
  • the driving force distribution mechanism further have a differential limiting mechanism which is provided in at least either one of the left output shaft and the right output shaft and can be engaged with the differential case. In this manner, the differential limiting mechanism can perform differential limiting control while the driving force distribution mechanism performs driving force distribution control.
  • first transmission mechanism is configured by a speed-up mechanism which transmits the driving force from the differential case to the left output shaft via the first intermediate shaft
  • second transmission mechanism is configured by a speed-up mechanism which transmits the driving force from the differential case to the right output shaft via the second intermediate shaft.
  • speed-up mechanisms can be configured using gears, a combination of a chain and a sprocket, a combination of a belt and a pulley, or the like.
  • the first transmission mechanism is configured by a reduction mechanism which transmits the driving force from the differential case to the left output shaft via the first intermediate shaft
  • the second transmission mechanism is configured by a reduction mechanism which transmits the driving force from the differential case to the right output shaft via the second intermediate shaft.
  • These reduction mechanisms can be configured using gears, a combination of a chain and a sprocket, a combination of a belt and a pulley, or the like.
  • FIG. 1 is a schematic diagram showing a vehicle in which is mounted a driving force distribution mechanism according to the present embodiment
  • FIG. 2 is a skeleton diagram showing the driving force distribution mechanism according to the present embodiment
  • FIG. 3 is a skeleton diagram showing a modification of the driving force distribution mechanism shown in FIG. 2;
  • FIG. 4 is a skeleton diagram showing another modification of the driving force distribution mechanism shown in FIG. 2;
  • FIG. 5 is a skeleton diagram showing a driving force distribution mechanism according to another embodiment
  • the output shaft 24L extends leftward while the output shaft 24R extends rightward.
  • a left end of the left output shaft 24L and a right end of the right output shaft 24R are supported rotatably in the housing 11 via bearings, not shown, the housing 11 surrounding the driving force distribution device 10. The left end of the output shaft
  • the left and right intermediate shafts 33 L, 33R do not have be divided but may be integrated.
  • the left and right clutch mechanisms 4OL,' 4OR can be disposed in any positions above the left and right intermediate shafts 33L, 33R.
  • the left clutch mechanism 4OL can be provided in the left end of the left intermediate shaft 33L and the right clutch mechanism 4OR can be provided in the right end of the right intermediate shaft 33R.
  • the driving force distribution device 10 distributes the driving force evenly to the left and right rear wheels 6L, 6R. Specifically, when the driving force is input from the propeller shaft 4 to the input shaft 23, the differential case 21 that is rotatably integrated with the ring gear 22 is rotated and thereby the left and right output shafts 24L, 24R are driven to rotate.
  • the drive torque distribution ratio between the left and right rear wheels 6L, 6R can be controlled by controlling the engagement capacity of the clutch mechanism 40L, the reduced amount of the yaw moment for assisting in the left turning motion of the vehicle 1 can be set depending on the oversteer condition.
  • the vehicle 1 can be prevented from oversteering when the vehicle 1 turns right. In this manner, the oversteering tendency can be reduced to improve the safe performance of the vehicle 1, by increasing the drive torque to be transmitted to the inside drive wheel upon turning of the vehicle 1.
  • the intermediate driving shafts 33La, 33Ra when the intermediate driving shafts 33La, 33Ra are integrated, they might interfere with the input shaft 23 (or the propeller shaft 4), which makes it difficult to dispose the intermediate driving shafts 33La, 33Ra in front of the output shafts 24L, 24R.
  • separating the intermediate driving shafts 33La, 33Ra into the left and right sides forms a space therebetween so that the input shaft 23 can be disposed in the space. Therefore, the intermediate driving shafts 33La, 33Ra can be disposed in front of the output shafts 24L, 24R.
  • the lengths of the longitudinal directions of the driving force distribution device 10 and of the housing 11 thereof can be reduced and the size of the driving force distribution device 10 and the size of the housing 11 thereof can be reduced.
  • the LSD clutch mechanism 50 which is disposed to the right side of the differential mechanism part 20, performs differential limiting control for limiting the differential operation performed by the differential mechanism part 20.
  • the LSD clutch mechanism 50 interposed between the output shaft 24R extending rightward from the differential mechanism of the differential mechanism part 20 and the hollow shaft 25R extending rightward from the differential case 21.
  • the differential limiting control can be performed by the LSD clutch mechanism 50.
  • the differential operation performed by the differential mechanism part 20 can be limited by the differential limiting force generated between the output shaft 24R and the hollow shaft 25R, and the left and right rear wheels 6L, 6R are rotated at the same rotation speed.
  • the differential limiting force can be set arbitrarily by controlling the engagement capacity of the LSD clutch mechanism 50, the differential limiting force required in the differential limiting operation can be secured easily.
  • the LSD clutch mechanism 50 is disposed in a position where it overlaps with the clutch mechanism 4OR in the longitudinal direction, the driving force distribution device 10' and the housing 11 thereof can be prevented from being enlarged in a vehicle width direction and, as a result, the increase in weight of the driving force distribution device 10' and the deterioration in mountability can be prevented.
  • the LSD clutch mechanism 50 may be disposed to the left side of the differential mechanism part 20. In this case, the LSD clutch mechanism 50 is interposed between the output shaft 24L extending from the differential mechanism of the differential mechanism part 20 and the hollow shaft 25L extending from the differential case 21. The LSD clutch mechanism 50 is also disposed in a position where it overlaps with the left clutch mechanism 4OL, as viewed from the direction along the longitudinal direction of the vehicle 1.

Abstract

Un dispositif de répartition de la force motrice (10) destiné à répartir la force motrice d'un moteur (2) sur la roue arrière gauche et la roue arrière droite (6L5 6R) comporte : un carter de différentiel (21), qui contient un mécanisme de différentiel ; un arbre intermédiaire (33L, 33R), qui est parallèle à un arbre de sortie (24L, 24R) qui s'étend vers la gauche ou vers la droite à partir du mécanisme de différentiel ; un mécanisme accélérateur (30L, 30R), qui est situé à gauche ou à droite du carter de différentiel (21) et qui adapte l'entrée de la force motrice dans le carter de différentiel (21) et la transmet vers l'arbre de sortie (24L, 24R) par le biais de l'arbre intermédiaire (33L, 33R) ; et un mécanisme d'embrayage (40L, 40R) permettant de passer d'un état de transmission, dans lequel le mécanisme accélérateur (30L, 30R) transmet la force motrice à l'arbre de sortie (24L, 24R), à un état de blocage, dans lequel la transmission de la force motrice est bloquée. Conformément au dispositif de répartition de la force motrice, il est possible de réduire les coûts et les dimensions du mécanisme de répartition de la force motrice ainsi que son carter.
PCT/IB2008/002865 2007-09-10 2008-09-10 Mécanisme de répartition de la force motrice WO2009034471A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112008002420.0T DE112008002420B4 (de) 2007-09-10 2008-09-10 Antriebskraftverteilungsmechanismus
US12/676,028 US8303451B2 (en) 2007-09-10 2008-09-10 Driving force distribution mechanism

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2007233684 2007-09-10
JP2007-233684 2007-09-10
JP2007283275A JP4636073B2 (ja) 2007-09-10 2007-10-31 駆動力配分機構
JP2007-283275 2007-10-31

Publications (2)

Publication Number Publication Date
WO2009034471A2 true WO2009034471A2 (fr) 2009-03-19
WO2009034471A3 WO2009034471A3 (fr) 2009-05-14

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2008/002865 WO2009034471A2 (fr) 2007-09-10 2008-09-10 Mécanisme de répartition de la force motrice

Country Status (1)

Country Link
WO (1) WO2009034471A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012049392A1 (fr) * 2010-10-14 2012-04-19 Peugeot Citroën Automobiles SA Systeme d'entrainement a repartition de couple des deux roues motrices d'un meme essieu pour vehicule automobile
CN109421501A (zh) * 2017-09-01 2019-03-05 三菱自动车工业株式会社 驱动力调节设备

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4973296A (en) * 1988-01-11 1990-11-27 Honda Giken Kogyo Kabushiki Kaisha Apparatus for driving a pair of motor vehicle road wheels
EP0844416A2 (fr) * 1996-11-22 1998-05-27 Kenji Mimura Engrenage différentiel
US20060172846A1 (en) * 2005-01-28 2006-08-03 Theodor Gassmann Drive assembly for variable torque distribution
WO2006114331A1 (fr) * 2005-04-28 2006-11-02 Magna Powertrain Ag & Co Kg Unite de transmission differentielle a commande active de la repartition du couple
WO2007068471A2 (fr) * 2005-12-14 2007-06-21 Magna Powertrain Ag & Co Kg Système de répartition des couples
US20070259751A1 (en) * 2006-05-03 2007-11-08 Ross Craig S Limited slip differential
US20070259749A1 (en) * 2006-05-03 2007-11-08 Ross Craig S Torque vectoring differential apparatus

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03103779A (ja) * 1989-09-18 1991-04-30 Fujitsu Ltd 半導体集積回路の入出力セル回路

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4973296A (en) * 1988-01-11 1990-11-27 Honda Giken Kogyo Kabushiki Kaisha Apparatus for driving a pair of motor vehicle road wheels
EP0844416A2 (fr) * 1996-11-22 1998-05-27 Kenji Mimura Engrenage différentiel
US20060172846A1 (en) * 2005-01-28 2006-08-03 Theodor Gassmann Drive assembly for variable torque distribution
WO2006114331A1 (fr) * 2005-04-28 2006-11-02 Magna Powertrain Ag & Co Kg Unite de transmission differentielle a commande active de la repartition du couple
WO2007068471A2 (fr) * 2005-12-14 2007-06-21 Magna Powertrain Ag & Co Kg Système de répartition des couples
US20070259751A1 (en) * 2006-05-03 2007-11-08 Ross Craig S Limited slip differential
US20070259749A1 (en) * 2006-05-03 2007-11-08 Ross Craig S Torque vectoring differential apparatus

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012049392A1 (fr) * 2010-10-14 2012-04-19 Peugeot Citroën Automobiles SA Systeme d'entrainement a repartition de couple des deux roues motrices d'un meme essieu pour vehicule automobile
FR2966095A1 (fr) * 2010-10-14 2012-04-20 Peugeot Citroen Automobiles Sa Systeme d'entrainement a repartition de couple des deux roues motrices d'un meme essieu pour vehicule automobile
CN109421501A (zh) * 2017-09-01 2019-03-05 三菱自动车工业株式会社 驱动力调节设备
CN109421501B (zh) * 2017-09-01 2021-07-20 三菱自动车工业株式会社 驱动力调节设备

Also Published As

Publication number Publication date
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