Planetary gear transmission systems or components – Fluid drive or control of planetary gearing – Control of differential planetary gearing
Patent
1993-08-03
1995-10-03
Wright, Dirk
Planetary gear transmission systems or components
Fluid drive or control of planetary gearing
Control of differential planetary gearing
475 86, 475250, F16H 144
Patent
active
054547628
DESCRIPTION:
BRIEF SUMMARY
DESCRIPTION
1. Technical Field
This invention relates to a vehicular left/right drive force adjusting apparatus suitable for use in the adjustment of drive force led by the distribution of drive force to left and right wheels in a 4WD automotive vehicle or the like, and especially to a hydraulic circuit construction for the apparatus.
2. Background Art
Recent years have seen major developments in 4WD automotive vehicles, including a variety for full-time 4WD automotive vehicles where improvements include positive adjustment of drive force such as the distribution of torque between front and rear wheels.
Taking in a broad sense a mechanism for distributing torque to left and right wheels in an automotive vehicle, on the other hand, it is considered to include conventional normal differentials as well as LSDs (limited slip differentials) including those of the electronic control type. They however do not positively adjust the distribution of torque, so that they cannot distribute torque between left and right wheels as desired.
Incidentally, it is desired for torque distribution mechanism that the distribution of torque can be effected as desired without inducing any large torque loss or energy loss. According to a mechanism as will be described next by way of example, the distribution of torque to left and right wheels can be adjusted as desired while reducing energy loss.
FIG. 15 is a schematic diagram showing the principle of a vehicular left/right drive force adjusting apparatus proposed from such a viewpoint in the course of the development of the present invention. Incidentally, the term "adjusting drive force" should be interpreted to embrace not only the distribution of drive force, which has been transmitted from an engine, to left and right wheels but also the transfer of torque between left and right, non-driven wheels so that negative drive force (in other words, brake force) is developed at one of the non-driven wheels while positive drive force is developed at the other non-driven wheel.
As is illustrated in FIG. 15, there are provided with an input shaft 1, to which rotational drive force (hereinafter called "drive force" or "torque") is inputted, and a first and second output axles 2,3 which output the drive force inputted from the input shaft 1. Among the first output axle 2, the second output axle 3 and the input shaft 1, a vehicular left/right drive force distribution apparatus is interposed as the vehicular left/right drive force adjusting apparatus.
The vehicular left/right drive force distribution apparatus, owing to the construction to be described next, can distribute drive force at a desired ratio to the first output axle 2 and the second output axle 3 while permitting differential motion between the first output axle 2 and the second output axle 3.
Between each of the first and second output axles 2,3 and the input shaft 1, a shift mechanism A and a multi-plate clutch mechanism B are interposed so that a rotational speed of the first output axle 2 or the second output axle 3 is increased by the corresponding shift mechanism A and is then transmitted to a sheath axle (hollow axle) 7 as a drive force transmitting auxiliary member.
The multi-plate clutch B, on the other hand, is interposed between the sheath axle 7 and a differential case 13 on the side of the input shaft 1. By causing the multi-plate clutch mechanism B to engage, drive force is returned from the sheath axle 7 on the side of a higher speed to the differential case 13 on the side of a lower speed because, as a general characteristic of clutch plates disposed in a face-to-face relationship, transmission of torque takes place from a faster side to a slower side.
When the multi-plate clutch mechanism B between the second output axle 3 and the input shaft 1 is brought into engagement, for example, a part of the drive force to be distributed to the second output axle 3 is therefore returned to the side of the input shaft 1 so that the drive force to be distributed to the second output axle 3 decreases. As a consequence, dri
REFERENCES:
patent: 4735110 (1988-04-01), Altenberg
patent: 4973296 (1990-11-01), Shibahata
patent: 5133696 (1992-07-01), Kobayashi
patent: 5141072 (1992-08-01), Shibahata
patent: 5370588 (1994-12-01), Sawase et al.
Nishimori Masayoshi
Sawase Kaoru
Mitsubishi Jidosha Kogyo Kabushiki Kaisha
Ta Kholo
Wright Dirk
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