JP2510134Y2 - Power transmission device - Google Patents
Power transmission deviceInfo
- Publication number
- JP2510134Y2 JP2510134Y2 JP1989124416U JP12441689U JP2510134Y2 JP 2510134 Y2 JP2510134 Y2 JP 2510134Y2 JP 1989124416 U JP1989124416 U JP 1989124416U JP 12441689 U JP12441689 U JP 12441689U JP 2510134 Y2 JP2510134 Y2 JP 2510134Y2
- Authority
- JP
- Japan
- Prior art keywords
- viscous
- cam member
- cam
- force
- members
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Lifetime
Links
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
- Braking Arrangements (AREA)
Description
【考案の詳細な説明】 （産業上の利用分野） 本考案は動力伝達装置に関し、特に同軸的かつ相対回
転可能に位置する内外両回転部材間に配設され、これら
両回転部材間のトルク伝達を行う動力伝達装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a power transmission device, and in particular, it is disposed between both inner and outer rotating members that are coaxially and relatively rotatable, and torque transmission between these both rotating members. The present invention relates to a power transmission device.
（従来の技術） この種形式の動力伝達装置としては特表昭61-501583
号公報に示されている粘性流体継手（ビスカスカップリ
ング）、特開昭63-287631号公報に示されているビスカ
スカップリング、摩擦クラッチおよびこれら両者を連結
するカム手段からなる動力伝達装置がある。かかる動力
伝達装置は駆動側回転部材と従動側回転部材間に配設さ
れて、これら両部材の相対回転時これら両部材を互に動
力伝達可能に連結して、従動側回転部材を駆動させる連
結機構として使用されるものと、駆動側および従動側回
転部材間、両駆動側回転部材間または両従動側回転部材
間に配設されてこれら両部材の相対回転時これら両部材
間の回転差を制限させる差動制限機構として使用される
もの等に大別される。前者の連結機構は主としてリヤル
タイム式の四輪駆動車における一方の動力伝達系路に配
設され、また後者の差動制限機構は主として車両におけ
る各ディファレンシャルに配設される。(Prior Art) As a power transmission device of this type, a special table Sho 61-501583
There is a power transmission device including a viscous fluid coupling (a viscous coupling) disclosed in Japanese Unexamined Patent Application Publication, No. 63-287631, a viscous coupling, a friction clutch, and a cam means for connecting both of them. . The power transmission device is disposed between the driving-side rotating member and the driven-side rotating member, and connects the two members so that power can be transmitted to each other when the both members relatively rotate to drive the driven-side rotating member. It is disposed between the driving side driven member and the driven side rotating member, between both driving side rotating members or between both driven side rotating members so that the difference in rotation between these two members when they rotate relative to each other is used. They are roughly classified into those used as a limited differential mechanism. The former coupling mechanism is mainly disposed on one power transmission line in a real-time four-wheel drive vehicle, and the latter differential limiting mechanism is mainly disposed on each differential of the vehicle.
（考案が解決しようとする課題） ところで、上記した前者の粘性流体継手であるビスカ
スカップリングにおいては、内外両プレート間の相対回
転時これら両プレート間に存在する粘性流体の剪断力に
起因する粘性摩擦トルクにより両プレート間のトルク伝
達が可能になるものであるが、かかる粘性摩擦トルクは
さほど大きくないとともに同トルクの立上り特性はよく
ない。また、大きな粘性摩擦トルクを発生させるべくビ
スカスカップリングを構成すると剪断力が極めて大きく
なって発熱量が増大し、粘性流体が高温になってその粘
度が大きく低下する。このため、得られる粘性摩擦トル
クが変動して両プレート間のトルク伝達特性が不安定と
なり、特に両プレート間の回転差が漸次増大した後漸次
減少する場合にはトルク伝達特性に大きなヒステリシス
が生じる。従って、かかるビスカスカップリングを四輪
駆動車における一方の動力伝達系路の連結機構、各ディ
ファレンシャルの差動制限機構等として使用した場合に
は一方の動力伝達系路での伝達トルク、差動制限トルク
が不安定な状態となり、車両の走行性能に影響を及ぼ
す。(Problems to be Solved by the Invention) In the viscous coupling, which is the former viscous fluid coupling, the viscous fluid caused by the shear force of the viscous fluid existing between the inner and outer plates during relative rotation between the inner and outer plates. The friction torque enables the transmission of torque between the two plates, but the viscous friction torque is not so large and the rise characteristic of the torque is not good. Further, if a viscous coupling is formed to generate a large viscous friction torque, the shearing force becomes extremely large and the amount of heat generation increases, and the viscosity of the viscous fluid becomes high and its viscosity is greatly reduced. For this reason, the obtained viscous friction torque fluctuates and the torque transmission characteristic between both plates becomes unstable. Especially, when the rotational difference between both plates gradually increases and then gradually decreases, a large hysteresis occurs in the torque transmission characteristic. . Therefore, when such a viscous coupling is used as a connecting mechanism for one power transmission system path in a four-wheel drive vehicle, a differential limiting mechanism for each differential, etc. Torque becomes unstable, which affects the running performance of the vehicle.
また、上記した後者の動力伝達装置においては、ビス
カスカップリングにて発生する粘性摩擦トルクにより両
回転部材間のトルク伝達がなされるとともに、上記粘性
摩擦トルクをカム手段にて推力に変換して摩擦クラッチ
を係合させ、同クラッチの摩擦トルクによりさらに両回
転部材間のトルク伝達がなされるようになっている。従
って、かかる動力伝達装置はビスカスカップリングの作
動を基礎とするもので、ビスカスカップリングの上記し
た不具合をそのまま包含している。In the latter power transmission device, torque is transmitted between the two rotating members by viscous friction torque generated by the viscous coupling, and the viscous friction torque is converted into thrust by cam means to generate friction. The clutch is engaged, and the torque is further transmitted between the two rotating members by the friction torque of the clutch. Therefore, such a power transmission device is based on the operation of the viscous coupling, and directly includes the above-mentioned problems of the viscous coupling.
本出願人はこれらの問題を解決すべく動力伝達装置を
特願昭63-114406号出願にて提案している。当該動力伝
達装置は同軸的かつ相対回転可能に位置する内外両回転
部材間に配設されてこれら両回転部材の相対回転により
作動して粘性抵抗力を発生させる粘性抵抗力発生手段
と、前記両回転部材をトルク伝達可能に連結する摩擦係
合力を発生させるとともに付与される推力に応じて摩擦
係合力を増減させる摩擦クラッチと、同摩擦クラッチと
前記粘性抵抗力発生手段間に位置し同粘性抵抗力発生手
段にて発生する粘性抵抗力を前記摩擦クラッチに対する
推力に変換させる推力変換手段を備え、同推力変換手段
を、前記両回転部材の一方に一体回転可能かつ軸方向へ
移動可能に設けられて前記摩擦クラッチに対向する一方
のカムメンバーと、同一方のカムメンバーに対向して回
転可能に設けられ前記粘性抵抗力発生手段にて発生する
粘性抵抗力にて回転する他方のカムメンバーと、これら
両カムメンバー間に介装されて両カムメンバーを互いに
離間すべく作用するカムフォロアにて構成してなるもの
である。The present applicant has proposed a power transmission device in Japanese Patent Application No. 63-114406 to solve these problems. The power transmission device is disposed between the inner and outer rotary members coaxially and relatively rotatably positioned, and is operated by relative rotation of the both rotary members to generate a viscous resistance force. A friction clutch that generates a frictional engagement force that connects the rotating members so that torque can be transmitted and that increases or decreases the frictional engagement force according to the applied thrust, and the same viscous resistance that is located between the friction clutch and the viscous resistance force generating means. A thrust force converting unit for converting the viscous resistance force generated by the force generating unit into a thrust force for the friction clutch, the thrust force converting unit being provided on one of the rotating members so as to be integrally rotatable and movable in the axial direction. And a viscous resistance generated by the viscous resistance force generating means, which is rotatably provided so as to face one cam member facing the friction clutch and the other cam member facing the same. And the other cam member to be rotated by, those formed by constituted by cam follower acts to separate the those interposed between the cam members both cam members from each other.
しかして、本考案者等は当該動力伝達装置において
も、両回転部材間の差動回転数の増大および減少時にト
ルク伝達特性にヒステリシスが発生することがあること
を知り、かかる問題について鋭意検討した結果下記の事
項を知得した。すなわち、当該動力伝達装置においては
粘性流体室と摩擦クラッチの収容室間を液密的にシール
しなければならないが、かかるシールを行うべくシール
部材を推力変換手段を構成する両カムメンバーの他方の
カムメンバーの外周側および内周側の両方またはいずれ
か一方に設けた場合、粘性抵抗力発生手段にて発生する
粘性抵抗力により回転して一方のカムメンバーと相対回
転する他方のカムメンバーは、特に粘性抵抗力の発生初
期には上記シール部材による摺動抵抗に起因して粘性抵
抗力に瞬時に応答して相対回転し得ないとともに、粘性
抵抗力が所定の大きさに達するまでは粘性抵抗力に起因
する他方のカムメンバーを回転させる作用力は上記した
摺動抵抗に大きく影響されて大きく低減される。このた
め、トルク伝達特性にヒステリシスが発生することは避
けられず、また両回転部材間においていずれの回転部材
の回転速度が速いかによって上記した摺動抵抗の他方の
カムメンバーを回転させる作用力に及ぼす影響の度合が
異なる。この結果、差動回転数に対する伝達トルクの特
性は第７図のグラフ（Ｉ）またはグラフ（II）のごとく
なり、車両のスタート時に不作動領域が発生したりトル
クの発生が大きくなり、また四輪駆動車の十分な駆動性
能を得べく伝達トルクを高く設定するとタイトコーナブ
レーキング現象が発生し（発生領域IV）、かかる現象の
発生を防止すべく伝達トルクを低く設定すると四輪駆動
車の十分な駆動性能が得られない。Then, the inventors of the present invention have learned that even in the power transmission device, hysteresis may occur in the torque transmission characteristics when the differential rotation speed between both rotary members is increased and decreased, and earnestly studied such a problem. As a result, the following matters were learned. That is, in the power transmission device, it is necessary to liquid-tightly seal between the viscous fluid chamber and the accommodation chamber of the friction clutch, but in order to perform such sealing, the seal member is the other of both cam members constituting the thrust converting means. When provided on both or one of the outer peripheral side and the inner peripheral side of the cam member, the other cam member that is rotated by the viscous resistance force generated by the viscous resistance force generating means and relatively rotates with the one cam member, In particular, at the initial stage of the generation of the viscous resistance force, due to the sliding resistance due to the seal member, the viscous resistance force cannot respond instantaneously to the relative rotation, and the viscous resistance force does not reach a predetermined value. The acting force that causes the other cam member to rotate due to the force is greatly affected by the above-mentioned sliding resistance and is greatly reduced. For this reason, it is unavoidable that hysteresis occurs in the torque transmission characteristics, and the acting force for rotating the other cam member of the above sliding resistance depends on which rotating member has a higher rotation speed between the rotating members. The degree of influence is different. As a result, the characteristic of the transmission torque with respect to the differential rotation speed becomes as shown in the graph (I) or the graph (II) of FIG. 7, an inoperative region is generated at the start of the vehicle, and the torque is increased. If the transmission torque is set high in order to obtain sufficient drive performance of a wheel drive vehicle, a tight corner braking phenomenon will occur (occurrence area IV), and if the transmission torque is set low to prevent such a phenomenon, a four wheel drive vehicle Sufficient drive performance cannot be obtained.
従って、本考案の目的は上記知得事項に基づき、かか
る問題に対処することにある。Therefore, an object of the present invention is to deal with such a problem based on the above-mentioned knowledge.
（課題を解決するための手段） 本考案に係る動力伝達装置は、同軸的かつ相対回転可
能に位置する内外両回転部材間に配設されてこれら両回
転部材の相対回転により作動して粘性抵抗力を発生させ
る粘性抵抗力発生手段と、前記両回転部材をトルク伝達
可能に連結する摩擦係合力を発生させるとともに付与さ
れる推力に応じて摩擦係合力を増減させる摩擦クラッチ
と、同摩擦クラッチと前記粘性抵抗力発生手段間に位置
し同粘性抵抗力発生手段にて発生する粘性抵抗力を前記
摩擦クラッチに対する推力に変換させる推力変換手段を
備え、同推力変換手段を、前記両回転部材の一方に一体
回転可能かつ軸方向へ移動可能に設けられて前記摩擦ク
ラッチに対向する一方のカムメンバーと、同一方のカム
メンバーに対向して回転可能に設けられ前記粘性抵抗力
発生手段にて発生する粘性抵抗力にて回転する他方のカ
ムメンバーと、これら両カムメンバー間に介装されて両
カムメンバーを互いに離間すべく作用するカムフォロア
にて構成してなる動力伝達装置であり、前記粘性抵抗力
発生手段は前記外側回転部材内にて前記一方のカムメン
バーにより区画された粘性流体室を備え、同粘性流体室
は前記一方のカムメンバーの配設部位にて同カムメンバ
ーとシール部材により前記摩擦クラッチの収容室に対し
て液密的に区画されていることを特徴とするものであ
る。(Means for Solving the Problems) A power transmission device according to the present invention is disposed between both inner and outer rotating members that are coaxially and relatively rotatably positioned, and operates by the relative rotation of these both rotating members to cause viscous resistance. A viscous resistance force generating means for generating a force, a friction clutch for generating a friction engagement force that connects the rotating members so that torque can be transmitted, and a friction clutch for increasing or decreasing the friction engagement force according to the applied thrust; The viscous drag force generating means is located between the viscous drag force generating means and includes a thrust force converting means for converting the viscous drag force generated by the viscous drag force generating means into a thrust force for the friction clutch. One cam member that is integrally rotatable with respect to the friction clutch and that is movable in the axial direction, and is rotatably provided so as to face the same cam member. Power composed of the other cam member rotated by the viscous resistance force generated by the viscous resistance force generating means and a cam follower interposed between these cam members and acting to separate the cam members from each other. The viscous resistance force generating means is provided with a viscous fluid chamber defined by the one cam member in the outer rotating member, and the viscous fluid chamber is provided in the disposing portion of the one cam member. The cam member and the seal member are liquid-tightly partitioned from the friction clutch housing chamber.
（考案の作用・効果） かかる構成の動力伝達装置においては、両回転部材間
に相対回転が生じると粘性抵抗力発生手段に差動回転数
に応じた粘性抵抗力が発生し、同粘性抵抗力は推力変換
手段にて摩擦クラッチに対する推力に変換される。従っ
て、摩擦クラッチはかかる推力により押圧され、両回転
部材間で差動回転数に比例したトルク伝達を行う。従っ
て、当該動力伝達装置は四輪駆動車の一方の動力伝達系
路における駆動側回転部材と従動側回転部材との連結機
構として機能するとともに、駆動側および従動側回転部
材間、両駆動側回転部材間、両従動側回転部材間の差動
制限機構として機能する。(Operation and effect of the invention) In the power transmission device having such a configuration, when relative rotation occurs between both rotary members, a viscous resistance force is generated in the viscous resistance force generating means according to the differential rotation speed, and the viscous resistance force is generated. Is converted into thrust for the friction clutch by the thrust converting means. Therefore, the friction clutch is pressed by the thrust, and torque transmission proportional to the differential rotation speed is performed between the both rotary members. Therefore, the power transmission device functions as a connecting mechanism between the drive-side rotating member and the driven-side rotating member in one power-transmitting system path of the four-wheel drive vehicle, and also rotates between the drive-side and the driven-side rotating members and both drive-side rotating members. It functions as a differential limiting mechanism between the members and between the driven side rotating members.
しかして、当該動力伝達装置においては、粘性抵抗力
発生手段にて発生する粘性抵抗力が他方のカムメンバー
に作用して同カムメンバーと一方のカムメンバー間に相
対回転を発生させるものであるが、他方のカムメンバー
側には摺動抵抗の要因となるシール部材は設けられてい
ないため他方のカムメンバーを相対回転させる作用力に
影響を及ぼす力は無く、同カムメンバーは粘性抵抗力の
発生に瞬時に応答して相対回転する。この結果、トルク
伝達特性にはヒステリシスはほとんど発生せず、同特性
は第７図のグラフ（III）のごとくなり、タイトコーナ
ブレーキング現象を発生させることなく伝達トルクを高
く設定することができて、四輪駆動車の十分な駆動性能
を得ることができる。In the power transmission device, however, the viscous resistance force generated by the viscous resistance force generating means acts on the other cam member to generate relative rotation between the cam member and the one cam member. Since there is no seal member that causes sliding resistance on the other cam member side, there is no force that influences the action force that relatively rotates the other cam member, and the same cam member generates viscous resistance force. Instantly responds to the relative rotation. As a result, almost no hysteresis occurs in the torque transmission characteristic, and the characteristic becomes as shown in the graph (III) in Fig. 7, and the transmission torque can be set high without causing the tight corner braking phenomenon. It is possible to obtain sufficient driving performance of a four-wheel drive vehicle.
（実施例） 以下本考案の実施例を図面に基づいて説明するに、第
１図には本考案の第１実施例に係る動力伝達装置10が示
されている。当該動力伝達装置10は第５図に示すように
リヤルタイム式の四輪駆動車の後輪側動力伝達系路に配
設される。Embodiment An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a power transmission device 10 according to a first embodiment of the present invention. As shown in FIG. 5, the power transmission device 10 is arranged in a rear-wheel power transmission system passage of a rial time type four-wheel drive vehicle.
当該車両は前輪側が常時駆動するとともに後輪側が必
要時駆動するもので、エンジン21の一側に組付けたトラ
ンスアクスル22はトランスミッションおよびトランスフ
ァを備え、エンジン21からの動力をアクスルシャフト23
に出力して前輪24を駆動させるとともに、第１プロペラ
シャフト25に出力する。第１プロペラシャフト25は動力
伝達装置10を介して第２プロペラシャフト26に連結して
いて、これら両シャフト25、26が動力伝達可能な場合動
力がリヤディファレンシャル27を介してアクスルシャフ
ト28に出力され、後輪29が駆動する。In the vehicle, the front wheel side is always driven and the rear wheel side is driven when necessary. The transaxle 22 mounted on one side of the engine 21 is equipped with a transmission and a transfer, and the power from the engine 21 is transmitted to the axle shaft 23.
To drive the front wheels 24 and output to the first propeller shaft 25. The first propeller shaft 25 is connected to the second propeller shaft 26 via the power transmission device 10. When both shafts 25, 26 can transmit power, power is output to the axle shaft 28 via the rear differential 27. , The rear wheels 29 are driven.
動力伝達装置10はアウタケース11とインナケース12か
らなる環状の作動室内に摩擦クラッチ10a、粘性抵抗力
発生手段10bおよび推力変換手段10cを備えている。アウ
タケース11は第１プロペラシャフト25に一体的に連結さ
れ、またインナケース12は第２プロペラシャフト26に一
体的に連結されてアウタケース11内に同軸的かつ相対回
転可能に組付けられている。The power transmission device 10 includes a friction clutch 10a, a viscous resistance generating means 10b, and a thrust converting means 10c in an annular working chamber composed of an outer case 11 and an inner case 12. The outer case 11 is integrally connected to a first propeller shaft 25, and the inner case 12 is integrally connected to a second propeller shaft 26 and is coaxially and relatively rotatably assembled in the outer case 11. .
摩擦クラッチ10aは湿式多板クラッチで多数のクラッ
チプレート13aとクラッチディスク13bとからなり、各ク
ラッチプレート13aはその外スプライン部をアウタケー
ス11の内スプライン部11aに嵌合されて同ケース11に一
体回転可能かつ軸方向へ移動可能に組付けられ、かつ各
クラッチディスク13bはその内スプライン部をインナケ
ース12の外スプライン部12aに嵌合されて同ケース12に
一体回転可能かつ軸方向へ移動可能に組付けられてい
る。かかる摩擦クラッチ10aはクラッチ収容室R1内に収
容されている。The friction clutch 10a is a wet multi-plate clutch and is composed of a large number of clutch plates 13a and clutch discs 13b. Each clutch plate 13a has its outer spline part fitted to the inner spline part 11a of the outer case 11 to be integrated with the case 11. The clutch discs 13b are assembled so as to be rotatable and movable in the axial direction, and the inner spline portion of each clutch disc 13b is fitted to the outer spline portion 12a of the inner case 12 so as to be integrally rotatable with the same case 12 and movable in the axial direction. Is installed in. The friction clutch 10a is housed in the clutch housing chamber R 1 .
粘性抵抗力発生手段10bはアウタケース11内の底部11b
と後述する推力変換手段10cを構成する第１カムメンバ
ー14および第２カムメンバー16とにより形成された粘性
流体室R2、第１カムメンバー14に一体的に設けた第１フ
ィン14a、および流体室R2内にてインナケース12の外周
に液密的かつ一体回転可能に組付けた第２フィン15にて
構成されている。第１カムメンバー14と一体の第１フィ
ン14aはその一側面に同心的に配列された多数のフィン
部14bを備え、同フィン部14bは流体室R2内に所定長さ突
出しており、アウタケース11および第２フィン15に対し
て相対回転可能に組付けられている。また、第２フィン
15はニードルベアリング15bを介して第１フィン14aに対
向して組付けられていて、その対向側面に同心的に配列
された多数のフィン部15aを備えている。各フィン部14
b、15aは互に嵌合されて交互に位置し、径方向に所定の
微小隙間を形成している。なお、流体室R2にはシリコン
オイル等高粘性の粘性流体が所定量封入されている。The viscous resistance generating means 10b is a bottom portion 11b in the outer case 11.
And a viscous fluid chamber R 2 formed by a first cam member 14 and a second cam member 16 that form a thrust converting means 10c described later, a first fin 14a integrally provided on the first cam member 14, and a fluid. In the chamber R 2 , the second fin 15 is mounted on the outer periphery of the inner case 12 so as to be liquid-tight and integrally rotatable. The first fin 14a integrated with the first cam member 14 has a large number of fin portions 14b arranged concentrically on one side surface thereof, and the fin portions 14b project into the fluid chamber R 2 by a predetermined length. The case 11 and the second fin 15 are assembled so as to be rotatable relative to each other. Also, the second fin
15 is assembled so as to face the first fin 14a via a needle bearing 15b, and has a large number of fin portions 15a arranged concentrically on the opposite side surfaces thereof. Each fin part 14
The b and 15a are fitted to each other and positioned alternately to form a predetermined minute gap in the radial direction. The fluid chamber R 2 contains a predetermined amount of highly viscous viscous fluid such as silicone oil.
推力変換手段10cは第１カムメンバー14、第２カムメ
ンバー16およびカムフォロアである複数のコロ17にて構
成されている。第１カムメンバー14は本考案における他
方のカムメンバーに対応し、かつ第２カムメンバー16は
本考案の一方のカムメンバーに対応するもので、第１カ
ムメンバー14においてはその他側面に、第２図に示すよ
うに周方向に等間隔を保って３つのカム溝14cが形成さ
れている。第２カムメンバー16は第１カムメンバー14と
摩擦クラッチ10aの最左端のクラッチディスク13bとの間
にて、アウタケース11の内周にリング状の第１シール部
材11cを介して液密的かつ一体回転可能に組付けられて
おり、また第２フィン15の外周にリング状の第２シール
部材16aを介して液密的かつ相対回転可能に組付けられ
ていて、クラッチ収容室R1と流体室R2とを液密的に区画
している。かかる第２カムメンバー16においては第３図
に示すように、第１カムメンバー14のカム溝14cに対向
する部位に同カム溝14cと同一形状のカム溝16bが形成さ
れている。各カム溝14c、16bは第４図（ａ）〜（ｃ）に
示すようにカム頂角をθとする谷部を有し、互に対向す
る谷部間にコロ17が介装されている。The thrust converting means 10c is composed of a first cam member 14, a second cam member 16 and a plurality of rollers 17 which are cam followers. The first cam member 14 corresponds to the other cam member in the present invention, and the second cam member 16 corresponds to one cam member in the present invention. As shown in the figure, three cam grooves 14c are formed at equal intervals in the circumferential direction. The second cam member 16 is liquid-tightly provided between the first cam member 14 and the leftmost clutch disc 13b of the friction clutch 10a on the inner circumference of the outer case 11 via a ring-shaped first seal member 11c. rotatable together and assembled, and the liquid have tight manner and assembled to be relatively rotated via the outer periphery a ring-shaped second seal member 16a of the second fin 15, the clutch accommodating chamber R 1 and the fluid The chamber R 2 is liquid-tightly partitioned. In this second cam member 16, as shown in FIG. 3, a cam groove 16b having the same shape as the cam groove 14c is formed in a portion of the first cam member 14 facing the cam groove 14c. As shown in FIGS. 4 (a) to 4 (c), each of the cam grooves 14c and 16b has a valley portion having a cam apex angle of θ, and a roller 17 is interposed between the valley portions facing each other. .
かかる構成の動力伝達装置10においては、第１および
第２プロペラシャフト25、26間に相対回転が生じていな
い場合にはこれら両シャフト25、26間でのトルク伝達は
ないが、両シャフト25、26間に相対回転が生じると両シ
ャフト25、26間でのトルク伝達を行う。すなわち、これ
ら両シャフト25、26間に相対回転が生じると第１プロペ
ラシャフト25と一体のアウタケース11、両カムメンバー
14、16および第１フィン14aと、第２プロペラシャフト2
6と一体のインナケース12および第２フィン15との間に
相対回転が生じ、これら両フィン14a、15間に下記式で
示す粘性剪断トルクToが発生する。In the power transmission device 10 having such a configuration, when relative rotation does not occur between the first and second propeller shafts 25, 26, torque is not transmitted between these shafts 25, 26, but both shafts 25, 26 When relative rotation occurs between 26, torque is transmitted between both shafts 25, 26. That is, when a relative rotation occurs between the shafts 25 and 26, the outer case 11 integrated with the first propeller shaft 25 and the cam members
14, 16 and the first fin 14a, and the second propeller shaft 2
Relative rotation occurs between the inner case 12 and the second fin 15 which are integral with the six, and a viscous shear torque To shown by the following formula is generated between these fins 14a and 15.
K:定数、μ：粘性流体の粘度、N:差動回転数、l:各フィ
ン部が対向する長さ、ho:各フィン部の対向面の隙間、r
i:粘性剪断力発生部の各半径 この粘性剪断トルクToは第１カムメンバー14の相対回
転を規制する抵抗力として作用し、この抵抗力Ｆはコロ
17の配置半径をＲとするとＦ＝To/Rとなる。また、この
抵抗力は推力変換手段10cにより摩擦クラッチ10aを押圧
する推力に変換されるが、この場合両カムメンバー14、
16およびコロ17は第４図（ａ）から同図（ｂ）、（ｃ）
に示すように作動し、推力Ｓはカム頂角をθとするとＳ
＝Ftanθ/2となる。これにより、摩擦クラッチ10aにお
いてはクラッチプレート13aとクラッチディスク13bとが
差動回転数に応じた摩擦係合をし、両ケース11、12間す
なわち両シャフト25、26間のトルク伝達を行う。 K: constant, μ: viscosity of viscous fluid, N: differential rotation speed, l: length of each fin section facing each other, ho: gap between facing surfaces of each fin section, r
i: Each radius of the viscous shearing force generating portion This viscous shearing torque To acts as a resistance force that restricts the relative rotation of the first cam member 14, and this resistance force F is a roller.
If the arrangement radius of 17 is R, then F = To / R. This resistance is converted into a thrust for pressing the friction clutch 10a by the thrust conversion means 10c.
16 and roller 17 are shown in FIGS. 4 (a) to (b) and (c).
The thrust S is S when the cam apex angle is θ.
= Ftan θ / 2. As a result, in the friction clutch 10a, the clutch plate 13a and the clutch disc 13b are frictionally engaged according to the differential rotation speed, and torque is transmitted between both cases 11 and 12, that is, both shafts 25 and 26.
しかして、当該動力伝達装置においては、クラッチ収
容室R1と流体室R2間を液密的にシールする両シール部材
11c、16aが推力変換手段10cを構成する第２カムメンバ
ー16側に設けられていて、第１カムメンバー14側には摺
動抵抗の要因となるシール部材は全く設けられていな
い。このため、第１カムメンバー14は粘性抵抗力発生手
段10bにおける粘性剪断トルクの発生に瞬時に応答して
第２カムメンバー16に対して相対回転し、トルク伝達特
性にほとんどヒステリシスを発生させない。従って、当
該動力伝達装置においてはトルク伝達特性を第７図のグ
ラフ（III）に示すごとく、タイトコーナブレーキ現象
の発生領域（IV）を回避して伝達トルクを高く設定する
ことができ、四輪駆動車の十分な駆動性能を得ることが
できる。Therefore, in the power transmission device, both seal members that liquid-tightly seal between the clutch housing chamber R 1 and the fluid chamber R 2
11c and 16a are provided on the second cam member 16 side that constitutes the thrust converting means 10c, and no seal member that causes sliding resistance is provided on the first cam member 14 side. Therefore, the first cam member 14 instantly responds to the generation of the viscous shearing torque in the viscous resistance generating means 10b and relatively rotates with respect to the second cam member 16 and hardly causes hysteresis in the torque transmission characteristic. Therefore, in the power transmission device, as shown in the graph (III) of the torque transmission characteristic in FIG. 7, the transmission torque can be set high while avoiding the region (IV) where the tight corner braking phenomenon occurs, and the four-wheel Sufficient driving performance of the driving vehicle can be obtained.
第６図には本考案の第２実施例に係る動力伝達装置30
が示されている。当該動力伝達装置30は第１実施例の動
力伝達装置10と同様摩擦クラッチ30a、粘性抵抗力発生
手段30bおよび推力変換手段30cを備えており、摩擦クラ
ッチ30aは第１実施例の摩擦クラッチ10aと同様に構成さ
れてクラッチ収容室R1に収容されている。FIG. 6 shows a power transmission device 30 according to a second embodiment of the present invention.
It is shown. The power transmission device 30 includes a friction clutch 30a, a viscous resistance generating means 30b and a thrust converting means 30c, like the power transmission device 10 of the first embodiment. The friction clutch 30a is the same as the friction clutch 10a of the first embodiment. The clutch storage chamber R 1 is similarly configured and accommodated.
粘性抵抗力発生手段30bを構成する第２フィン35はア
ウタケース31の底部31bに嵌着されており、また第１フ
ィン34aは推力変換手段30cの第１カムメンバー34に一体
的に設けられている。第１カムメンバー34は流体室R2内
にてアウタケース31とインナケース32間にて回転可能に
組付けられており、第２フィン35との間にはニードルベ
アリング35bが介装されている。一方、推力変換手段30c
を構成する第２カムメンバー36は両ケース31、32間に嵌
合され、インナケース32に対しては一体回転可能かつシ
ール部材36aを介して液密的に組付けられており、また
アウタケース31に対してはシール部材31cを介して液密
的かつ相対回転可能に組付けられている。これにより、
第２カムメンバー36はクラッチ収容室R1と流体室R2とを
液密的に区画している。なお、その他の構成については
第１実施例の動力伝達装置と同様であるので、同装置と
同一の構成部材には30番台の類似の符号を付してその説
明を省略する。The second fins 35 constituting the viscous resistance generating means 30b are fitted to the bottom portion 31b of the outer case 31, and the first fins 34a are integrally provided on the first cam member 34 of the thrust converting means 30c. There is. The first cam member 34 is rotatably assembled in the fluid chamber R 2 between the outer case 31 and the inner case 32, and a needle bearing 35b is interposed between the first cam member 34 and the second fin 35. . On the other hand, thrust conversion means 30c
The second cam member 36 constituting the above is fitted between both cases 31 and 32, is integrally rotatable with the inner case 32, and is liquid-tightly assembled through the seal member 36a. It is assembled to 31 so as to be liquid-tight and relatively rotatable via a seal member 31c. This allows
The second cam member 36 liquid-tightly partitions the clutch housing chamber R 1 and the fluid chamber R 2 . Since the other structures are the same as those of the power transmission device of the first embodiment, the same components as those of the device are denoted by similar reference numerals in the thirties and the description thereof is omitted.
かかる構成の動力伝達装置30においては、第２フィン
35がアウタケース31と一体に回転しかつ第２カムメンバ
ー36がインナケース32と一体に回転する点を除き第１実
施例の動力伝達装置10と同様に作動し、かつ第１カムメ
ンバー34側には摺動抵抗の要因となるシール部材は全く
設けられていないため、第１実施例の動力伝達装置と同
様の作用効果を奏する。In the power transmission device 30 having such a configuration, the second fin
It operates similarly to the power transmission device 10 of the first embodiment except that 35 rotates integrally with the outer case 31 and the second cam member 36 rotates integrally with the inner case 32, and the first cam member 34 side Since no seal member that causes sliding resistance is provided at all, the same operational effect as the power transmission device of the first embodiment is obtained.
第１図は本考案の第１実施例に係る動力伝達装置の断面
図、第２図は同装置の第１カムメンバー正面図、第３図
は第２カムメンバーの正面図、第４図（ａ）、（ｂ）は
同装置におけるカム部の部分展開図、同図（ｃ）は同図
（ｂ）の部分拡大図、第５図は第１実施例に係る動力伝
達装置を搭載した車両の概略構成図、第６図は本考案の
第２実施例に係る動力伝達装置の断面図、第７図はトル
ク伝達特性を示すグラフである。 符号の説明 10、30……動力伝達装置、10a、30a……摩擦クラッチ、
10b、30b……粘性抵抗力発生手段、10c、30c……推力変
換手段、11、31……アウタケース、11c、31c……第１シ
ール部材、12、32……インナケース、14、34……第１カ
ムメンバー、16、36……第２カムメンバー、16a、36a…
…第２シール部材、17、37……コロ、25、26……プロペ
ラシャフト。1 is a sectional view of a power transmission device according to a first embodiment of the present invention, FIG. 2 is a front view of a first cam member of the same device, FIG. 3 is a front view of a second cam member, and FIG. (a) and (b) are partially developed views of the cam portion of the same device, (c) is a partially enlarged view of (b) of the same device, and FIG. 5 is a vehicle equipped with the power transmission device according to the first embodiment. FIG. 6 is a sectional view of a power transmission device according to a second embodiment of the present invention, and FIG. 7 is a graph showing torque transmission characteristics. Explanation of reference numerals 10, 30 ... Power transmission device, 10a, 30a ... Friction clutch,
10b, 30b ... Viscous resistance generating means, 10c, 30c ... Thrust converting means, 11, 31 ... Outer case, 11c, 31c ... First seal member, 12, 32 ... Inner case, 14, 34 ... … First Cam Member, 16, 36 …… Second Cam Member, 16a, 36a…
… Second seal member, 17, 37 …… Roller, 25,26 …… Propeller shaft.
Claims (1)
回転部材間に配設されてこれら両回転部材の相対回転に
より作動して粘性抵抗力を発生させる粘性抵抗力発生手
段と、前記両回転部材をトルク伝達可能に連結する摩擦
係合力を発生させるとともに付与される推力に応じて摩
擦係合力を増減させる摩擦クラッチと、同摩擦クラッチ
と前記粘性抵抗力発生手段間に位置し同粘性抵抗力発生
手段にて発生する粘性抵抗力を前記摩擦クラッチに対す
る推力に変換させる推力変換手段を備え、同推力変換手
段を、前記両回転部材の一方に一体回転可能かつ軸方向
へ移動可能に設けられて前記摩擦クラッチに対向する一
方のカムメンバーと、同一方のカムメンバーに対向して
回転可能に設けられ前記粘性抵抗力発生手段にて発生す
る粘性抵抗力にて回転する他方のカムメンバーと、これ
ら両カムメンバー間に介装されて両カムメンバーを互い
に離間すべく作用するカムフォロアにて構成してなる動
力伝達装置であり、前記粘性抵抗力発生手段は前記外側
回転部材内にて前記一方のカムメンバーにより区画され
た粘性流体室を備え、同粘性流体室は前記一方のカムメ
ンバーの配設部位にて同カムメンバーとシール部材によ
り前記摩擦クラッチの収容室に対して液密的に区画され
ていることを特徴とする動力伝達装置。1. A viscous drag force generating means which is arranged between both inner and outer rotary members coaxially and relatively rotatably positioned and which is activated by relative rotation of the both rotary members to generate a viscous drag force; A friction clutch that generates a frictional engagement force that connects the rotating members so that torque can be transmitted and that increases or decreases the frictional engagement force according to the applied thrust, and the same viscous resistance that is located between the friction clutch and the viscous resistance force generating means. A thrust force converting unit for converting the viscous resistance force generated by the force generating unit into a thrust force for the friction clutch, the thrust force converting unit being provided on one of the rotating members so as to be integrally rotatable and movable in the axial direction. One of the cam members facing the friction clutch and a viscous resistance force generated by the viscous resistance force generating means that is rotatably provided facing the same cam member. The viscous resistance force generating means is composed of the other rotating cam member and a cam follower interposed between the two cam members and acting to separate the cam members from each other. A viscous fluid chamber partitioned by the one cam member is provided in the rotating member, and the viscous fluid chamber is provided in the friction clutch accommodating chamber by the cam member and a seal member at a disposing portion of the one cam member. A power transmission device characterized by being liquid-tightly partitioned.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1989124416U JP2510134Y2 (en) | 1989-10-24 | 1989-10-24 | Power transmission device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1989124416U JP2510134Y2 (en) | 1989-10-24 | 1989-10-24 | Power transmission device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0367726U JPH0367726U (en) | 1991-07-02 |
| JP2510134Y2 true JP2510134Y2 (en) | 1996-09-11 |
Family
ID=31672336
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1989124416U Expired - Lifetime JP2510134Y2 (en) | 1989-10-24 | 1989-10-24 | Power transmission device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2510134Y2 (en) |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01206126A (en) * | 1987-10-24 | 1989-08-18 | Toyota Motor Corp | Power transmission on-off mechanism |
-
1989
- 1989-10-24 JP JP1989124416U patent/JP2510134Y2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0367726U (en) | 1991-07-02 |
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| EXPY | Cancellation because of completion of term |