자동차가 처음 인기를 얻었을 때 후륜구동(RWD)이 선호되는 추진 방식이었습니다. 유일한 선택이기도 했다. 그러나 후륜구동(FWD)은 저렴한 연비, 더 안정적인 견인력, 컴팩트한 포장 및 안정성으로 인해 주류 시장을 인수했습니다.
오늘날 SUV와 CUV에 대한 소비자의 요구로 인해 선호도가 다시 AWD 및 4WD로 이동하고 있습니다. AWD와 4WD는 FWD 자동차보다 연비가 좋지 않음에도 불구하고 트랙션과 제어력이 향상된다는 이점이 있지만 둘은 유사성으로 인해 종종 서로 오인될 수 있습니다.
현대 기술은 대부분의 사람들에게 서로를 구별하는 것을 어렵게 만들었지만, 그 차이를 이해하는 것은 모압을 통한 긴 여행 후 집으로 돌아가는 것과 당신을 구하기 위해 갈보리를 부르는 것의 차이를 의미할 수 있습니다.
The Drive처럼 걱정하지 마세요. 의 전담 정보 팀이 전선을 풀고 AWD와 4WD의 모든 차이점을 설명합니다.
AWD와 4WD 시스템은 서로 다른 부품을 사용합니다. 다음은 관련 용어, 이름 및 구성 요소에 대한 간략한 분석입니다.
전 륜구동 차량은 일반적으로 엔진, 토크 컨버터 또는 클러치, 변속기, 센터 디퍼렌셜, 클러치 팩, 리어 디퍼렌셜 및 프론트 디퍼렌셜을 사용합니다. 그러나 하이브리드 전기 및 장비와 같은 고유한 기술을 사용하는 다양한 유형의 AWD 시스템이 있습니다.
사륜구동 차량은 엔진, 토크 컨버터 또는 클러치, 변속기, 트랜스퍼 케이스, 리어 디퍼렌셜 및 프론트 디퍼렌셜을 사용합니다.
차동 장치는 토크를 서로 다른 속도로 작동할 수 있는 두 개의 출력 샤프트 또는 액슬로 분할하는 드라이브 트레인 내의 기계식 또는 전자식 기어 어셈블리입니다. 함께 잠글 수도 있습니다.
예를 들어, 리어 구동축에 연결된 리어 디퍼렌셜은 왼쪽 및 오른쪽 리어 휠이 서로 다른 속도로 회전할 수 있도록 합니다. 센터 디퍼렌셜은 전면 및 후면 구동축이 서로 다른 속도로 작동할 수 있도록 하지만 둘을 함께 잠글 수 있는 옵션을 제공합니다.
다양한 유형의 차동 장치가 있으며 가장 일반적인 것은 개방, 잠금 또는 미끄럼 방지입니다.
AWD 및 4WD 차량에서 트랜스퍼 케이스는 변속기, 전면 구동축 및 후면 구동축에 연결된 구동계 내의 메커니즘입니다. 일반적으로 트랜스퍼 케이스 하우징 내에서 기어, 유압 또는 체인을 사용하는 트랜스퍼 케이스는 변속기에서 구동축으로 동력을 전달하여 전방 및 후방 차축에 동력을 전달하는 동시에 전방 및 후방 휠이 서로 다른 속도로 움직일 수 있도록 합니다.
4WD 차량의 경우 레버, 다이얼, 스위치 또는 버튼으로 트랜스퍼 케이스를 수동으로 작동하여 다양한 기어 설정을 사용할 수 있습니다. AWD 차량에서 트랜스퍼 케이스는 입력 없이 자동으로 작동합니다.
사륜구동 시스템은 차량의 네 바퀴에 항상 동시에 동력을 전달하지만 각 바퀴에 전달되는 토크는 다릅니다. 시스템에 따라 전륜구동은 일반적으로 전방 또는 후방 바이어스로 작동합니다. 예를 들어, Subaru Outback은 기본적으로 토크의 80%를 앞쪽으로, 20%를 뒤쪽으로 보냅니다. 그러나 다른 바퀴 중 하나 또는 모두에서 견인이 필요할 때 시스템은 도움을 요청하는 차축에 동력을 전달합니다.
전륜구동 시스템은 앞바퀴와 뒷바퀴가 서로 다른 속도로 작동할 수 있도록 하는 일종의 센터 디퍼렌셜(많음)을 사용합니다. Ford Edge와 같은 일부 예에서는 4륜 구동 시스템을 통해 후면을 완전히 분리하여 100% 전륜 구동을 허용합니다.
전면 편향 4륜 구동 :차량이 뒷바퀴보다 앞바퀴에 더 많은 토크를 기울입니다.
후방 4륜 구동 :차량이 뒷바퀴보다 뒷바퀴에 더 많은 토크를 왜곡합니다.
4륜 구동의 목적은 수동으로 선택할 때 최적의 트랙션을 유지하는 것입니다. 차량은 4륜 구동 방식으로 앞뒤 구동축이 함께 잠겨 같은 속도로 움직이고 네 바퀴 모두에 같은 양의 토크를 전달할 수 있습니다. 사륜구동은 일반적으로 오프로드와 매우 미끄러운 노면에서 사용하도록 고안되었습니다.
파트타임 4WD 차량은 수동 또는 자동으로 4WD로 전환되지 않는 한 2WD로 작동합니다. 하나의 구동축은 전원에 영구적으로 연결되어 있고 다른 하나는 필요할 때 연결할 수 있습니다. 시간제 4WD는 차량 실내 내부의 버튼, 다이얼, 레버 또는 스위치와 가장 자주 사용됩니다. 이것은 가장 전통적인 유형의 4WD이며 지프와 같은 SUV 및 트럭과 같은 4x4 차량에서 흔히 볼 수 있습니다.
차량이 진정한 4륜구동일 경우 앞바퀴와 뒷바퀴가 서로 다른 속도로 작동할 수 없기 때문에 일반 도로에서 정상적으로 주행할 수 없습니다. 시도하면 차가 묶이거나 떨리기 시작할 수 있는데, 이를 "까마귀 홉(crow hop)"이라고 합니다. 차량이 손상될 수 있습니다.
이것은 파트 타임 AWD의 다른 유형입니다. 주문형 4WD 차량은 기본적으로 2륜 구동으로 작동하지만 견인력이 필요할 때 자동으로 다른 바퀴를 호출합니다.
영구 4WD 또는 자동/자동 4WD라고도 하는 풀타임 4WD 차량은 100% 각 바퀴에 25%의 동력을 균등하게 전달합니다. 그러나 클러치 팩 또는 센터 디퍼렌셜을 사용하면 전방 및 후방 구동축이 서로 다른 속도로 움직일 수 있습니다.
4x4 차량에는 일반적으로 다양한 주행 구성이 있는 다이얼, 레버, 스위치 또는 버튼 세트가 있습니다. 각 옵션은 의도된 특정 상황에서만 사용해야 합니다. 그렇지 않으면 운전자가 차량을 손상시킬 위험이 있습니다. 아래에서 2H, 4H, 4L 사용법을 설명합니다.
2H는 Two High의 약자입니다. 이것은 두 개의 바퀴, 일반적으로 뒷바퀴가 높은 범위에서 맞물린다는 것을 의미합니다. 운전자는 딱딱한 노면에서 정상적인 운전 상황에서 2H를 사용해야 합니다.
4H는 Four High의 약자입니다. 이것은 4개의 바퀴가 높은 범위의 기어비로 맞물린다는 것을 의미합니다. Drivers should use 4H when they need extra traction, such as driving on snow or rocky trails, at average speeds of approximately 30-50 mph (check your vehicle’s manual for exact limitations and specifics).
4L is an abbreviation for Four Low. This means four wheels are engaged in a low range gear ratio. Drivers should use 4L in circumstances when maximum traction and torque is needed, such as in deep sand, mud, or snow. It is also suitable for climbing or descending steep inclines with unstable surfaces. 4L allows for slow controlled speed typically less than 15 mph and greatly helps during off-road crawling.
Electric and hybrid AWD systems operate much differently than AWD systems on traditional gas-powered vehicles. On EVs, there’s no engine, transfer cases do not apply, and mechanical linkages are replaced with computer wires. To operate in AWD, the EV must use electric motors to power both the front and rear axles and all four wheels. Here are a few examples of different types of electric all-wheel-drive setups.
The car features two electric motors. One is located on the front axle and the other is located on the rear axle. Differentials on those axles allow the wheels to spin at different speeds. Teslas call this Dual Motor AWD.
The upcoming electric GMC Hummer is rumored to have three electric motors, likely with one upfront and two on the rear. With two motors at the back, the vehicle could control of each of the rear wheels.
Not all electric cars are built the same. Rather than mounting the electric motors directly onto the axles, some electric vehicles use four independent motors built into the hubs of each wheel. Once again, computers can control how much power, negative or positive torque, and slippage occurs at each wheel.
Examples of AWD electric cars :
Hybrids combine a gas motor with some type of electric assistance. Full hybrids pair gas motors with electric motors. All-wheel-drive hybrids typically use the gas engine to power one axle and an electric motor to power the other to achieve control over all four wheels. In some cases such as the Acura NSX, however, a system will use a gas engine and multiple electric motors.
Examples of AWD hybrid cars:
This depends on how much snow is present, as well as the purpose and mission of the drive. Driving down a snowy highway? Think AWD. Driving over a snow-covered mud field? Think 4WD. Read more in How to Drive in the Snow.
Typically, yes, but some modern systems allow the driver to deactivate AWD to use two-wheel drive.
This depends on how the vehicle will be used and the climate it will be driven in.
This is dependent on the buyer’s needs, locale, and budget. The answer is not always yes.
Yes and no, AWD improves traction in slippery conditions, including on ice. But it only helps propel you forward. It won’t help you corner or stop.
Yes, AWD improves traction in slippery conditions, including when it rains.
AWD adds cost, reduces gas mileage, and has complex components that could falter.
Yes, for two reasons:AWD systems require more energy to power more wheels and add weight due to their more complex makeups.
Technically, yes, but traditionally, no. Select systems allow for the front or rear driveshaft to be fully disconnected.
With the proliferation of AWD throughout the industry and its manufacturers’ lineups, each company has slightly different technologies and uses slightly different marketing terms to describe the systems in its vehicles. Here are some of the most common systems and what they mean, as described by the manufacturers themselves.
“SH-AWD uses dynamic torque vectoring to provide more accurate and predictable handling performance in all road conditions.
Up to 70% of engine torque can be sent to the rear wheels as needed, with up to 100% of that torque apportioned to either the left or right wheels. Further, today's SH-AWD can overdrive the outside rear wheels by up to 2.7 percent, creating additional rotational speed that helps "pull" the car through the turn with increased grip and cornering accuracy.”
“Fundamentally, Quattro all-wheel drive for Audi medium and large cars works similarly to previous systems with three differentials. It is mechanically as well as electronically activated, and it distributes torque to wheels based on steering angle sensors, traction and stability control, yaw sensors (measuring how weight shifts left or right around its center of gravity) and wheel sensors.
Default power distribution is 40:60 front to rear, with up to 70% of power to the front wheels or up to 85% of a vehicle’s power to the rear. Additionally, electronic wheel-selective torque control can assist traction across each axle through individual wheel braking. Torque control is provided by an intelligent software function of the stability control.
In S and RS models, the rear Sport differential has the ability to overdrive the inside or outside wheel, or even send almost all power from one rear wheel to the other, in hard cornering, creating more neutral handling. This is known as torque vectoring.”
“With BMW xDrive, intelligent Dynamic Stability Control (DSC) sensors detect the slightest loss of grip, and using an electronically controlled multi-disc clutch, divert the power to the set of wheels that have the best traction, reacting much faster than traditional, hydraulically operated systems. BMW xDrive is a fully variable system that can send almost 100% of the power to either axle, offering instantaneous and effective transfer of engine power.”
“The HTRAC AWD system was developed as a multi-mode system, providing an electronic, variable-torque-split clutch with active torque control between the front and rear axles. The driver-selectable HTRAC Normal, Sport and Smart modes help provide confident control in all weather conditions. The Sport setting gives a more agile feel by sending more available torque to the rear wheels, for a sporty dynamic feel when desired.”
“Available active on-demand all-wheel drive helps provide enhanced driving performance by actively distributing torque between the front and rear wheels depending on road conditions and driver input. The system utilizes electro-hydraulic AWD coupling to precisely activate the multi-plate clutch plate, constantly redistributing the amount of power transferred to the front and rear wheels.
During normal driving, power is distributed according to the drive mode selected. Eco and Smart modes deliver 100 percent power to the front wheels. Comfort and Snow modes deliver 80 percent power to the front wheels and 20 percent to rear. Sport mode splits the power 65-35 percent between front and back. Lock mode delivers power evenly to all four wheels.”
“Mazda’s advanced i-ACTIV AWD system uses sophisticated real-time vehicle dynamics modeling to help predict the available grip at each tire and sends torque to the wheels that can use it best. The system comes into play before the front wheels lose grip, engaging the rear wheels to deliver traction where and when it counts.”
“At its core, the 4MATIC system feeds power to the front axles through a transfer case in the transmission, while a limited-slip differential provides a balance between front and rear. Sensors manage the torque demands of each wheel, resulting in greater traction and acceleration.”
“The compact and weight-optimized all-wheel-drive consists of a power take-off on the front axle transmission, a two-section propeller shaft, and rear axle transmission with an electro-hydraulically regulated hang-on clutch. The intelligent controller of the ALL4 system is interconnected with the Dynamic Stability Control (DSC) and constantly calculates the ideal power distribution ratio between the front and rear wheels. This means that the outstanding engine power is always channeled to the place where it can be most effectively and efficiently translated into driving fun.
In normal driving conditions with the DSC activated, it transmits the drive torque in a brand-typical manner to the front wheels. But if the DSC controller detects a danger of slip on the front wheels, the hang-on clutch will transfer the drive torque to the rear wheels with the aid of an electrohydraulic pump.”
“The new lightweight S-AWC electronically distributes driving torque between the front and rear wheels, along with Active Yaw Control (AYC). The new system offers enhanced tracking performance through cornering, and improves vehicle stability and steering response through the use of a yaw control sensor that precisely controls vehicle yaw rate by applying brake pressure on an inside wheel to pull the vehicle back into line for improved vehicle stability and dynamic composure.
Additionally, a driver-selectable push-button allows drivers to select from four distinct driving modes – the standard Normal mode, enhanced feel in slippery conditions with the Snow setting, maximum control in Lock, and an AWC Eco mode that maximizes fuel efficiency by prioritizing drive to the front wheels and still switches in a split-second to all-wheel drive when multiple sensors determine its necessity.”
“The principle philosophy for any Porsche with active PTM is the same:Enhanced driving dynamics, improved driving safety, and increased traction for an even sportier driving experience. It distributes drive torque between the front and rear axles actively and very quickly.
Permanent monitoring of driving status means PTM can be actively pre-set to respond to different driving situations:For example, sensors continuously monitor the speeds of all four wheels, the longitudinal and lateral acceleration of the vehicle, as well as the steering angle. By evaluating all sensor data, it is possible to adjust the distribution of propulsion force to the front axle as quickly and effectively as possible.”
“The Subaru Symmetrical AWD system is designed to optimize both traction and balance. The entire system lies along the centerline of the vehicle, balancing weight distribution between the two sides to help provide optimal performance and control. The system sends power to all wheels simultaneously for maximum traction and acceleration. In slippery conditions, that power is actively distributed to the wheels with the best traction.”
“The Camry and Avalon AWD system can direct up to 50 percent of engine torque to the rear wheels, in response to acceleration from a start or slippage at the front wheels. Notably, when AWD isn’t needed, such as on long highway stretches, the electromagnetically controlled coupling on the front of the rear-drive axle can disengage the propeller shaft from the differential to prioritize fuel efficiency. The AWD is designed to re-engage in an instant when needed.”
“On all MQB (modular transverse toolkit) models with the 4MOTION all-wheel drive system, power is distributed between front and rear axles on an infinitely variable basis by a multi-plate clutch. Normally, power is mainly transmitted to the front axle, which saves energy. However, in the event of an impending loss of traction, the rear axle is activated in a fraction of a second. This is why 4MOTION is considered to be a permanently engaged four-wheel-drive system.
The distribution of power to all four wheels becomes active before wheelspin occurs. A loss of traction is therefore virtually excluded. There is no fixed distribution of power. Power distribution is continuously adjusted to actual driving conditions. However, should any wheel slip, power is immediately transmitted to the wheels where it is needed.”
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