JP2538332B2 - Power transmission mechanism - Google Patents
Power transmission mechanismInfo
- Publication number
- JP2538332B2 JP2538332B2 JP1026073A JP2607389A JP2538332B2 JP 2538332 B2 JP2538332 B2 JP 2538332B2 JP 1026073 A JP1026073 A JP 1026073A JP 2607389 A JP2607389 A JP 2607389A JP 2538332 B2 JP2538332 B2 JP 2538332B2
- Authority
- JP
- Japan
- Prior art keywords
- power transmission
- generating means
- torque
- transmission mechanism
- axial direction
- 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
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- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、同軸的かつ相対回転可能に位置する一対の
回転部材間に配設されて、これら両部材間のトルク伝達
を行う動力伝達機構に関する。The present invention relates to a power transmission mechanism which is disposed between a pair of rotating members which are coaxially and relatively rotatably arranged and which transmits torque between these two members. Regarding
かかる動力伝達機構は、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
両部材を互にトルク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
転時これら両部材を互にトルク伝達可能に連結して、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。The power transmission mechanism is disposed between the driving-side rotating member and the driven-side rotating member and drives the driven-side rotating member by connecting the two members so that torque can be transmitted to each other when the both members relatively rotate. It is arranged between the drive-side driven member and the driven-side rotating member, between both driving-side rotating members, or between both driven-side rotating members so that when these members rotate relative to each other, torque is applied to these members. They are roughly classified into those used as a differential limiting mechanism that is connected in a transmittable manner and limits the rotational difference between these two members. 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.
しかして、従来の動力伝達機構としては特開昭61−50
1583号公報に示されているようにビスカスカップリン
グ、特開昭61−102330号公報に示されているように多板
摩擦クラッチおよびこれを作動させるオイルポンプを備
えたクラッチ装置、実開昭61−141848号公報に示されて
いるようにビスカスカップリングおよびこれを構成する
多数の内外両プレートを摩擦係合させる押動手段を備え
たクラッチ装置等が知られている。Therefore, as a conventional power transmission mechanism, Japanese Patent Laid-Open No. 61-50
1583, a viscous coupling, a multi-plate friction clutch as shown in Japanese Patent Laid-Open No. 61-102330, and a clutch device equipped with an oil pump for operating the same. As shown in Japanese Patent No. 141848, there is known a clutch device including a viscous coupling and a pushing means for frictionally engaging a large number of inner and outer plates constituting the viscous coupling.
ところで、上記した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
に介在する粘性流体の剪断力に起因する粘性剪断トルク
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、かかる粘性剪断トルクを発生させる部位では発熱
量が大きく、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、得られる粘性剪断トルクが変動し
て両プレート間のトルク伝達性能が不安定となり、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
合にはトルク伝達性能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
力伝達系路への伝達トルク、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。By the way, in the above-mentioned viscous coupling, the torque can be transmitted between the inner and outer plates by viscous shear torque caused by the shearing force of the viscous fluid interposed between the two plates during relative rotation. However, the amount of heat generated is large at the site where such viscous shear torque is generated, and the viscosity of the viscous fluid rises to a high temperature, resulting in a significant decrease in viscosity. For this reason, the obtained viscous shear torque fluctuates and the torque transmission performance between both plates becomes unstable. In particular, when the rotational difference between both plates gradually increases and then gradually decreases, a large hysteresis occurs in the torque transmission performance. .
Therefore, when such a viscous coupling is used as a connection mechanism for one power transmission system path in a four-wheel drive vehicle, a differential limiting mechanism for each differential, etc., the transmission torque and differential limiting method for one power transmission system channel are used. Torque becomes unstable, which affects the running performance of the vehicle.
また、上記した多板摩擦クラッチおよびオイルポンプ
を備えたクラッチ装置においては、両回転部材の相対回
転時における回転差に応じてオイルポンプが駆動し、回
転差に応じた吐出油圧で多板摩擦クラッチを押圧して摩
擦係合させ、両回転部材をトルク伝達可能に連結して車
両を四輪駆動状態にするものであるが、両回転部材の回
転差の小さい領域ではオイルポンプの応答性がよくない
とともにその吐出油圧が低いため、両回転部材間での伝
達トルクが極めて小さくまたはほとんどなされない。こ
のため、かかるクラッチ装置においては多板摩擦クラッ
チをスプリングの大きな付勢力にて予じめ接触させ、両
回転部材の回転差の小さい領域でも所定のトルク伝達が
なされる手段を採る必要があるとともに、伝達機構の構
成が複雑かつ大型化する。Further, in the above-described clutch device including the multi-disc friction clutch and the oil pump, the oil pump is driven according to the rotation difference between the rotating members when the two rotating members are relatively rotated, and the multi-disc friction clutch is discharged by the discharge hydraulic pressure according to the rotation difference. Is used to frictionally engage the two rotating members so that torque can be transmitted to bring the vehicle into a four-wheel drive state.However, the responsiveness of the oil pump is good in the region where the rotational difference between the rotating members is small. Since it is not present and its discharge hydraulic pressure is low, the transmission torque between both rotary members is extremely small or hardly generated. Therefore, in such a clutch device, it is necessary to preliminarily contact the multi-disc friction clutch with a large urging force of the spring and to provide a means for transmitting a predetermined torque even in a region where the rotational difference between both rotary members is small. The structure of the transmission mechanism is complicated and large.
さらにまた、上記したビスカスカップリングおよびこ
れを構成する多数の内外プレートを摩擦係合させる押動
手段を備えたクラッチ装置においては、両回転部材間の
回転差が小さい領域ではビスカスカップリングで発生す
る粘性剪断トルクを差動制限トルクとして利用し、回転
差の増大により押動手段を作動して上記ビスカスカップ
リングの内外両プレートを互に摩擦係合させて、摩擦係
合トルクを差動制限トルクとして利用しているものであ
る。このため、かかるクラッチ装置においては上記した
ビスカスカップリングにおけると同様、粘性流体の昇温
に伴う粘度低下に起因してトルク伝達性能が不安定にな
ることは避けられず、また回転差の小さい領域から漸次
大きい領域へ移行する際、内外両プレートは接触を開始
すると互に結合するハンプ現象を生じて伝達トルクが急
激に上昇し、車両の操縦性能を大きく変化させることに
なる。Furthermore, in the clutch device including the above-mentioned viscous coupling and the pushing means for frictionally engaging the large number of inner and outer plates constituting the viscous coupling, the viscous coupling occurs in the region where the rotational difference between both rotary members is small. The viscous shear torque is used as the differential limiting torque, and the pushing means is actuated by the increase of the rotation difference to frictionally engage both the inner and outer plates of the viscous coupling with each other, and the friction engagement torque is changed to the differential limiting torque. Is used as. Therefore, in such a clutch device, as in the above-mentioned viscous coupling, it is unavoidable that the torque transmission performance becomes unstable due to the viscosity decrease accompanying the temperature rise of the viscous fluid, and the region where the rotational difference is small. When the contact between the inner and outer plates starts to make contact with each other during the transition from a large area to a gradually larger area, a hump phenomenon occurs in which the plates are coupled to each other and the transmission torque sharply rises, which greatly changes the steering performance of the vehicle.
従って、本発明の目的は、粘性流体の粘度変化の影響
を受けることがなく、かつ両回転部材間の回転数差(以
下これを差動回転数ということがある)の小さい領域に
おいても作動回転数に比例した所定の伝達トルクが得ら
れ、特に所望のトルク伝達特性が容易に得られかつ構成
が小型化できる動力伝達機構を提供することにある。Therefore, the object of the present invention is to prevent the influence of the viscosity change of the viscous fluid and to make the operating rotation even in the region where the difference in the rotational speed between both rotary members (hereinafter this may be referred to as differential rotational speed) is small. It is an object of the present invention to provide a power transmission mechanism that can obtain a predetermined transmission torque proportional to the number, can easily obtain a desired torque transmission characteristic, and can downsize the structure.
本発明は、同軸的かつ相対回転可能に位置する一対の
回転部材間に配設され、これら両回転部材の相対回転に
より作動して軸方向の推力を発生させる作動力発生手段
と、前記推力により作動して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摩擦係合力発
生手段を備え、前記作動力発生手段を、前記両回転部材
間に液密的に軸方向へ摺動可能かつ一方の回転部材に一
体回転可能に組付けられて前記摩擦係合力発生手段に当
接する作動ピストンと、前記両回転部材間に液密的かつ
一方の回転部材に軸方向へ進退可能に螺着され前記作動
ピストンとの間に軸方向に所定間隔を有して粘性流体が
封入される流体室を形成するリテーナと、半径方向へ延
びる1または複数のベーン部を備え前記流体室にて前記
他方の回転部材に一体的に組付けられたロータとにより
構成していることを特徴とするものである。The present invention is provided between a pair of rotating members that are coaxially and relatively rotatably positioned, and an actuating force generating means that is actuated by relative rotation of both of these rotating members to generate thrust in the axial direction; A frictional engagement force generating unit that is activated to generate a frictional engagement force that connects the rotating members so that torque can be transmitted is provided. The operating force generating unit is liquid-tightly slid in the axial direction between the rotating members. And a working piston that is integrally rotatably mounted on one of the rotating members and abuts against the frictional engagement force generating means, and is liquid-tight between the two rotating members and is screwed to the one rotating member so as to be able to advance and retreat in the axial direction. A retainer that is attached to the working piston and has a predetermined space in the axial direction to form a fluid chamber in which a viscous fluid is sealed, and one or more vane portions that extend in the radial direction. One for the other rotating member And it is characterized in that it is constituted by the manner assembled rotor.
かかる構成の動力伝達機構においては、両回転部材間
に相対回転が生じると一方の回転部材に一体回転可能に
組付けた差動ピストンおよびリテーナと、他方の回転部
材に一体的に組付けたロータとの間に相対回転が生じ、
流体室の前記ロータのベーン部にて区画された封入室内
の粘性流体が強制的に相対流動させられ、封入室では流
動抵抗等に起因して圧力が発生する。すなわち、作動力
発生手段に差動回転数に応じた圧力が発生する。この圧
力は作動ピストンを軸方向に押圧して摩擦係合力発生手
段を作動させ、同手段に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。かかる摩擦係合力は
差動回転数に比例し、両回転部材間では差動回転数に比
例したトルクが一方から他方へ伝達される。従って、当
該動力伝達機構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または両従動側回転部材間の差動制
限機構としても機能する。In the power transmission mechanism having such a configuration, when relative rotation occurs between both rotary members, a differential piston and a retainer that are integrally rotatable with one rotary member and a rotor that is integrally assembled with the other rotary member. Relative rotation occurs between
The viscous fluid in the sealed chamber defined by the vane portion of the rotor in the fluid chamber is forced to flow relatively, and pressure is generated in the sealed chamber due to flow resistance and the like. That is, a pressure corresponding to the differential rotation speed is generated in the operating force generation means. This pressure pushes the actuating piston in the axial direction to activate the frictional engagement force generating means, and to generate frictional engagement force that connects both rotary members to the same means so that torque can be transmitted. The frictional engagement force is proportional to the differential rotation speed, and torque proportional to the differential rotation speed is transmitted from one rotating member to the other rotating member. Therefore, the power transmission mechanism functions as a coupling mechanism between the driving side rotation member and the driven side rotation member in one power transmission system path of the four-wheel drive vehicle, and between the driving side and the driven side rotation member,
It also functions as a differential limiting mechanism between both drive-side rotating members or between both driven-side rotating members.
しかして、当該動力伝達機構においては、両回転部材
間のトルク伝達は摩擦係合力発生手段にて発生する摩擦
係合力に起因する摩擦係合トルクにより行なわれ、この
ため同手段にて主に発熱するが、作動力発生手段での発
熱は小さい。従って、当該動力伝達機構においては、作
動力発生手段にて使用する粘性流体は温度変化の影響を
受けることが少なく、このため伝達トルクは粘性流体の
温度変化に起因する粘度変化の影響を受けることがな
く、ビスカスカップリングのごときトルク伝達特性が不
安定になることはない。In the power transmission mechanism, however, torque transmission between both rotary members is performed by the friction engagement torque resulting from the friction engagement force generated by the friction engagement force generating means, and therefore, the heat generation is mainly performed by the means. However, the amount of heat generated by the operating force generation means is small. Therefore, in the power transmission mechanism, the viscous fluid used in the operating force generating means is less affected by the temperature change, and therefore the transmission torque is affected by the viscosity change caused by the temperature change of the viscous fluid. The torque transmission characteristic of the viscous coupling does not become unstable.
また、当該動力伝達機構においては、摩擦係合力発生
手段に摩擦係合力を発生させる作動手段として、オイル
ポンプを採用していないため、差動回転数の小さい領域
においてもトルク伝達特性がよくかつ応答性も良いとと
もに、機構の構成が簡単になるとともに小型化が可能と
なる。Further, in the power transmission mechanism, since the oil pump is not used as the operating means for generating the frictional engagement force in the frictional engagement force generating means, the torque transmission characteristic is good and the response is good even in the region where the differential rotation speed is small. In addition to good performance, the structure of the mechanism is simple and downsizing is possible.
一方、この種形式の動力伝達機構においては、摩擦係
合力発生手段を構成する各クラッチプレートと各クラッ
チディスク間の微小間隙、ロータのベーン部の両側面と
作動ピストンおよびリテーナの側面間の微小間隙がトル
ク伝達特性に大きな影響を及ぼす。このため、これらの
各間隙の調整が極めて重要であるが、当該動力伝達機構
においてはリテーナを一方の回転部材に軸方向へ進退可
能に螺着しているので、各構成部材の組付け後リテーナ
を進退させれば上記各間隙が調整され、設定された所定
のトルク伝達特性が容易に得られる。また、組付作業に
おいてもボルト、スナップリング等を用いる場合に比較
して間隙計測、スナップリング厚さの選択等煩しい作業
が不要で組付作業が容易である。On the other hand, in this type of power transmission mechanism, a minute gap between each clutch plate and each clutch disk constituting the friction engagement force generating means, a minute gap between both side surfaces of the vane portion of the rotor and the side surfaces of the working piston and the retainer. Has a great influence on the torque transmission characteristics. For this reason, it is extremely important to adjust these gaps, but in the power transmission mechanism, the retainer is screwed to one of the rotating members so as to be able to advance and retract in the axial direction. By advancing and retreating, the above-mentioned gaps are adjusted, and the set predetermined torque transmission characteristic can be easily obtained. Further, also in the assembling work, as compared with the case of using the bolt, the snap ring, etc., the troublesome work such as the gap measurement and the selection of the snap ring thickness is unnecessary, and the assembling work is easy.
以下本発明の実施例を図面に基づいて説明するに、第
1図には本発明にかかる動力伝達機構の第1実施例が示
されている。当該動力伝達機構10は第6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。An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a first embodiment of a power transmission mechanism according to the present invention. As shown in FIG. 6, the power transmission mechanism 10 is arranged in the rear-wheel-side power transmission system of a real-time 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ヤフト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
伝達機構10を介して第2プロペラシャフト26に連結して
いて、これら両シヤフト25、26は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ヤフ
ト28に出力され、後輪29が駆動する。In the vehicle, the front wheels are always driven and the rear wheels are driven when necessary.The transaxle 22 mounted on one side of the engine 21 is equipped with a transmission and a transfer, and 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 mechanism 10. When both the shafts 25, 26 can transmit power, power is output to the axle shaft shaft 28 via the rear differential 27. , The rear wheels 29 are driven.
しかして、動力伝達機構10はアウタケース11およびイ
ンナシャフト12からなる環状の作動室内に作動力発生手
段10aおよび摩擦係合力発生手段10bを備えている。Thus, the power transmission mechanism 10 is provided with an operating force generating means 10a and a frictional engaging force generating means 10b in an annular operating chamber composed of the outer case 11 and the inner shaft 12.
アウタケース11は所定長さの筒部11aの一端に内向フ
ランジ部11bを備えてなり、筒部11aの他端が開口してい
て他端側内周にネジ部11cが形成されている。インナシ
ャフト12は所定長さの段付きの筒部12aの中間部外周に
外向フランジ部12bを備えてなり、フランジ部12bの外周
には軸方向へ延びる外スプライン部12cが形成され、か
つ筒部12aの一端側内周には軸方向へ延びる内スプライ
ン部12dが形成されている。かかるインナシャフト12に
おいては、その筒部12aの一端がアウタケース11の内向
フランジ部11bの内孔内に液密的かつ回転可能に嵌合さ
れていて、筒部12aの他端側外周に組付けた後述の作動
力発生手段10aの構成部材を介してアウタケース11に回
転可能に支持されている。インナシャフト12はその内ス
プライン部12dにて第2プロペラシャフト26の先端部の
スプライン26aに嵌合して固定され、かつアウタケース1
1は第1プロペラシャフト25の後端に固定されている。The outer case 11 is provided with an inward flange portion 11b at one end of a tubular portion 11a having a predetermined length, the other end of the tubular portion 11a is open, and a threaded portion 11c is formed on the inner circumference of the other end. The inner shaft 12 is provided with an outward flange portion 12b on the outer periphery of the intermediate portion of a stepped tubular portion 12a of a predetermined length, and an outer spline portion 12c extending in the axial direction is formed on the outer periphery of the flange portion 12b. An inner spline portion 12d extending in the axial direction is formed on the inner periphery of one end side of 12a. In the inner shaft 12, one end of the tubular portion 12a is fitted in the inner hole of the inward flange portion 11b of the outer case 11 in a liquid-tight and rotatable manner, and is assembled to the outer periphery of the other end of the tubular portion 12a. It is rotatably supported by the outer case 11 via the constituent members of the operating force generating means 10a described later. The inner shaft 12 is fitted and fixed to the spline 26a at the tip portion of the second propeller shaft 26 at the inner spline portion 12d, and the outer case 1
1 is fixed to the rear end of the first propeller shaft 25.
作動力発生手段10aは作動ピストン13、ロータ14およ
びリテーナ15からなり、かつ摩擦係合力発生手段10bは
湿式多板クラッチ式のもので、多数のクラッチプレート
16およびクラッチディスク17とからなる。各クラッチプ
レート16はその外周のスプライン部をアウタケース11の
内周に設けた内スプライン部11d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
ている。各クラッチディスク17はその内周のスプライン
部をインナシャフト12の外スプライン部12cに嵌合され
て各クラッチプレート17間に位置し、同シャフト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。
これらのクラッチプレート16およびクラッチディスク17
の収容室R1にはクラッチ用オイルと気体とが所定量封入
されている。The operating force generating means 10a comprises an operating piston 13, a rotor 14 and a retainer 15, and the frictional engaging force generating means 10b is of a wet multi-plate clutch type and has a large number of clutch plates.
16 and clutch disc 17. Each clutch plate 16 has a spline portion on the outer periphery thereof fitted into an inner spline portion 11d provided on the inner periphery of the outer case 11, and is assembled to the case 11 so as to be integrally rotatable and movable in the axial direction. Each clutch disc 17 has its inner spline portion fitted to the outer spline portion 12c of the inner shaft 12 and positioned between the clutch plates 17, and is assembled to the shaft 12 so as to be integrally rotatable and movable in the axial direction. Has been.
These clutch plates 16 and clutch discs 17
A predetermined amount of clutch oil and gas is sealed in the storage chamber R1.
作動力発生手段10aを構成する作動ピストン13はアウ
タケース11の筒部11aの他端側内周に一体回転可能かつ
液密的に軸方向へ摺動可能に、またインナシャフト12に
対してはその外周に回転可能かつ軸方向へ摺動可能にそ
れぞれ組付けられていて、その一側面13aにて最他端の
クラッチプレート16に当接している。ロータ14は第1図
および第2図に示すように、環状ボス部14aの外周の互
に180°離れた部位にて半径方向へ延びる2枚のベーン
部14bを備えてなり、環状ボス部14aにてインナシャフト
12の筒部12a外周に嵌合させてインナシャフト12に一体
的に組付けられている。かかるロータ14は作動ピストン
13の他側に設けた環状凹所13bの深さと略同じ厚みに形
成されていて、環状凹所13b内に嵌合している。リテー
ナ15はその他端側外周にネジ部15aを備え、インナシャ
フト12の筒部12aの他端側外周に液密的に軸方向へ摺動
可能かつ回転可能に嵌合され、アウタケース11に対して
はそのネジ部15aをアウタケース11のネジ部11cに進退可
能に螺着され、かつ液密的となっている。かかるリテー
ナ15においては、軸方向の位置調整がなされてアウタケ
ース11にカシメ手段にて固定され、その一側面15bにて
作動ピストン13の他側の環状外縁面13cに当接し、その
一側面15bと作動ピストン13の環状凹所13bとによりロー
タ14が位置する流体室を形成している。この流体室内に
はシリコンオイル等高粘性流体が所定量封入されてお
り、またロータ14はそのベーン部14bの外周を環状凹所1
3bの内周に液密的に接触させ、かつベーン部14bの両側
面と環状凹所13bの他側面13b1およびリテーナ14の一側
面15b間に微小間隙を形成して、流体室内を2つの滞留
室R2に区画している。The actuating piston 13 that constitutes the actuating force generating means 10a is integrally rotatable with the inner circumference of the other end side of the tubular portion 11a of the outer case 11 and is slidable in the liquid-tight axial direction. The outer periphery of the clutch plate 16 is rotatably and slidably mounted in the axial direction. As shown in FIGS. 1 and 2, the rotor 14 is provided with two vane portions 14b extending in the radial direction at portions of the outer circumference of the annular boss portion 14a that are separated from each other by 180 °. At inner shaft
It is fitted to the outer periphery of the twelve cylindrical portions 12a and integrally assembled to the inner shaft 12. Such rotor 14 is the working piston
It is formed to have a thickness substantially the same as the depth of the annular recess 13b provided on the other side of the ring 13, and is fitted in the annular recess 13b. The retainer 15 is provided with a threaded portion 15a on the outer periphery on the other end side, is fitted to the outer periphery on the other end side of the tubular portion 12a of the inner shaft 12 in a liquid-tight manner so as to be slidable and rotatable in the axial direction, and to the outer case 11. In particular, the screw portion 15a is screwed to the screw portion 11c of the outer case 11 so as to be able to move forward and backward, and is liquid-tight. In the retainer 15, the position of the retainer 15 is adjusted in the axial direction and fixed to the outer case 11 by crimping, and one side surface 15b of the retainer 15 contacts the annular outer edge surface 13c of the other side of the working piston 13, and the one side surface 15b thereof. And the annular recess 13b of the working piston 13 form a fluid chamber in which the rotor 14 is located. A predetermined amount of highly viscous fluid such as silicone oil is enclosed in this fluid chamber, and the rotor 14 has an annular recess 1 on the outer periphery of its vane portion 14b.
Liquid-tightly contact the inner circumference of 3b and form a minute gap between both side surfaces of the vane portion 14b and the other side surface 13b1 of the annular recess 13b and one side surface 15b of the retainer 14 to retain two fluid chambers. It is divided into room R2.
かかる構成の動力伝達機構10においては、第1、第2
両プロペラシャフト25、26間に相対回転が生じていない
場合にはこれら両シヤフト25、26間のトルク伝達はない
が、両シヤフト25、26間に相対回転が生じるとトルク伝
達がなされる。すなわち、これら両シヤフト25、26間に
相対回転が生じるとトルク伝達がなされる。すなわち、
これら、両シヤフト25、26間に相対回転が生じると、第
1プロペラシャフト25に一体回転可能に組付けられてい
るアウタケース11、作動ピストン13およびリテーナ15
と、第2プロペラシャフト26に一体回転可能に組付けら
れているインナシャフト12およびロータ14との間に相対
回転が生じる。従って、作動力発生手段10aの流体室内
においては、滞留室R2内の粘性流体が相対回転数に比例
した速度にて強制的に流動させられ、周方向に順次相対
移行する滞留室R2内では流動抵抗に起因してベーン部14
bの下流側端から次のベーン部14bの上流側端に向かって
漸次増圧される圧力分布が発生する。この圧力は差動回
転数に比例したもので、作動ピストン13を軸方向へ押圧
して摩擦係合力発生手段10bを構成する各クラッチプレ
ート16とクラッチディスク17を摩擦係合させる。これに
より、摩擦係合力発生手段10bにおいては差動回転数に
比例したトルクをアウタケース11からインナシャフト12
に伝達し、車両は4輪駆動状態となる。また、この4輪
駆動状態においては前後輪の差動回転を許容し、タイト
コーナブレーキング現象を発生も防止される。In the power transmission mechanism 10 having such a configuration, the first and second
When relative rotation does not occur between the propeller shafts 25 and 26, torque is not transmitted between the shafts 25 and 26, but torque is transmitted when relative rotation occurs between the shafts 25 and 26. That is, when relative rotation occurs between the shafts 25 and 26, torque is transmitted. That is,
When relative rotation occurs between the shafts 25 and 26, the outer case 11, the working piston 13, and the retainer 15 that are integrally rotatably assembled to the first propeller shaft 25.
And relative rotation occurs between the inner shaft 12 and the rotor 14 that are integrally rotatably mounted on the second propeller shaft 26. Therefore, in the fluid chamber of the actuating force generating means 10a, the viscous fluid in the retention chamber R2 is forced to flow at a speed proportional to the relative rotation speed, and flows in the retention chamber R2 that sequentially shifts in the circumferential direction. Vane part 14 due to resistance
A pressure distribution in which the pressure is gradually increased from the downstream end of b toward the upstream end of the next vane portion 14b is generated. This pressure is proportional to the differential rotation speed, and pushes the working piston 13 in the axial direction to frictionally engage the clutch plates 16 and the clutch discs 17 constituting the frictional engagement force generating means 10b. As a result, in the frictional engagement force generating means 10b, a torque proportional to the differential rotation speed is applied from the outer case 11 to the inner shaft 12.
To the four-wheel drive state. Further, in this four-wheel drive state, differential rotation of the front and rear wheels is allowed, and the occurrence of the tight corner braking phenomenon is prevented.
ところで、当該動力伝達機構10においては、摩擦係合
力発生手段10bでは大きな摩擦係合力が発生する場合が
あることから発熱も大きいが、作動力発生手段10aでの
発熱は低く粘性流体の粘度変化が少ないため、かかる粘
度変化により両プロペラシャフト25、26間のトルク伝達
特性が不安定になることはない。また、差動回転数に比
例したトルク伝達手段としてオイルポンプを採用しては
ないので、差動回転数の小さい領域においてもトルク伝
達特性がよくかつ応答性もよいとともに、機構の構成が
簡単かつ小型になる。By the way, in the power transmission mechanism 10, since a large frictional engagement force may be generated in the frictional engagement force generating means 10b, heat generation is large, but the heat generation in the operating force generation means 10a is low and the viscosity change of the viscous fluid is small. Since the viscosity is small, the torque transmission characteristic between the propeller shafts 25 and 26 will not become unstable due to such a viscosity change. Further, since the oil pump is not adopted as the torque transmission means proportional to the differential rotation speed, the torque transmission characteristic is good and the response is good even in the region where the differential rotation speed is small, and the structure of the mechanism is simple and simple. It becomes small.
しかして、この種形式の動力伝達機構においては、摩
擦係合力発生手段10bを構成する各クラッチプレート16
とクラッチディスク17間の微小間隙、クラッチプレート
16と作動ピストン13の一側面13a間の微小間隙、ロータ1
4のベーン部14bの両側面と作動ピストン13の他側面13b1
およびリテーナ15の一側面15b間の微小間隙等がトルク
伝達特性に大きな影響を及ぼす。このため、これら各間
隙の調整が極めて重要なことであるが、当該動力伝達機
構10においては、リテーナ15をアウタケース11に軸方向
へ進退可能に螺着する組付手段を採っているため、各構
成部材の組付け後リテーナ15を進退させて軸方向の位置
調整を行えば、作動ピストン13が軸方向に摺動して各ク
ラッチプレート16とクラッチディスク17間の間隙が調整
されてこれら両者16、17の係合力が的確に調整されると
ともに、ロータ14のベーン部14bと作動ピストン13およ
びリテーナ15間の両間隙も調整され作動力発生手段10a
で発生する推力が的確に調整される。かかる調整作業を
トルク伝達特性の測定と併用して行えば、所望のトルク
伝達特性を得ることができ、またかかる調整作業はシ
ム、スナップリング、セパレートプレート、作動ピスト
ンを順次交換して行う作業に比較して容易である。リテ
ーナ15の組付作業もボルト、スナップリングを組付手段
として用いる場合に比較して容易である。また、当該動
力伝達機構10において軽量化を図るべく例えばアウタケ
ース11、インナシャフト12、作動ピストン13、リテーナ
14等をアルミ合金等にて形成した場合、リテーナ14の組
付手段として鉄等上記各構成部材11、12、13、14等とは
異種金属のスナップリング、シム、ボルト等を用いるこ
とがないため、電蝕が発生するおそれもない。なお、摩
擦係合力発生手段10bに予荷重を付与するには作動ピス
トン13を所定量摺動させればよいため、予荷重を付与す
るためにスプリングを採用する必要がない。Thus, in this type of power transmission mechanism, each clutch plate 16 that constitutes the frictional engagement force generating means 10b.
Gap between the clutch disc 17 and the clutch plate, clutch plate
16 and the one side surface 13a of the working piston 13, the rotor 1
Both side surfaces of the vane portion 14b of 4 and the other side surface 13b1 of the working piston 13
Also, a minute gap between the one side surface 15b of the retainer 15 has a great influence on the torque transmission characteristics. Therefore, it is extremely important to adjust each of these gaps.However, in the power transmission mechanism 10, since the retainer 15 is attached to the outer case 11 so as to be axially advanceable and retractable, After the components are assembled, the retainer 15 is moved back and forth to adjust the position in the axial direction, and the working piston 13 slides in the axial direction to adjust the gaps between the clutch plates 16 and the clutch discs 17 to adjust both of them. The engaging force of 16 and 17 is adjusted accurately, and both gaps between the vane portion 14b of the rotor 14 and the working piston 13 and the retainer 15 are also adjusted so that the working force generating means 10a.
The thrust generated at is adjusted accurately. If this adjustment work is performed in combination with the measurement of the torque transmission characteristics, the desired torque transmission characteristics can be obtained, and such adjustment work can be performed by sequentially replacing the shim, snap ring, separate plate, and working piston. Easy to compare. The work of assembling the retainer 15 is easier than the case of using the bolt and the snap ring as the assembling means. In order to reduce the weight of the power transmission mechanism 10, for example, the outer case 11, the inner shaft 12, the working piston 13, the retainer.
When 14 and the like are formed of an aluminum alloy or the like, as the assembly means of the retainer 14, there is no need to use a snap ring, shim, bolt, or the like of a metal different from the above-mentioned constituent members 11, 12, 13, 14 etc. Therefore, there is no possibility of electrolytic corrosion. It should be noted that the working piston 13 may be slid by a predetermined amount in order to apply a preload to the frictional engagement force generating means 10b, so it is not necessary to employ a spring to apply the preload.
第3図には上記実施例の動力伝達機構10の変形例が示
されており、この変形例に係る動力伝達機構10Aにおい
てはアウタケース11の内スプライン部11dの一端側に所
定厚みのシムプレート18が嵌合されている。このシムプ
レート18はクラッチプレート16と同様アウタケース11に
一体回転可能に組付けられ、作動ピストン13とにより摩
擦係合力発生手段10bを構成する各クラッチプレート1
6、クラッチディスク17を挾持する。従って、当該動力
伝達機構10Aにおいては、シムプレート18の組付けスペ
ースに相当する枚数のクラッチプレート16、クラッチデ
ィスク17が減少されている点を除いては、上記実施例の
動力伝達機構10と同じ構成でかつ同じ作用効果を奏する
ものであり、その詳細な説明については同機構10と同一
の構成部材には同一の符号を付して省略する。FIG. 3 shows a modification of the power transmission mechanism 10 of the above embodiment. In the power transmission mechanism 10A according to this modification, a shim plate having a predetermined thickness is provided on one end side of the inner spline portion 11d of the outer case 11. 18 is fitted. Similar to the clutch plate 16, this shim plate 18 is integrally rotatably assembled to the outer case 11, and each clutch plate 1 that constitutes the friction engagement force generating means 10b by the working piston 13 is formed.
6. Hold the clutch disc 17. Therefore, the power transmission mechanism 10A is the same as the power transmission mechanism 10 of the above embodiment except that the number of clutch plates 16 and clutch discs 17 corresponding to the assembling space of the shim plate 18 are reduced. Since they have the same configuration and the same effect, the same components as those of the mechanism 10 are designated by the same reference numerals and their detailed description will be omitted.
第4図には本発明にかかる動力伝達機構の第2実施例
が示されている。当該動力伝達機構10Bにおいては、作
動力発生手段10aを構成するリテーナ15の位置決め手
段、アウタケース11のネジ部の形状を除き第1図に示す
第1実施例の動力伝達機構10と同一に構成され、かつ同
一の作動するものである。FIG. 4 shows a second embodiment of the power transmission mechanism according to the present invention. The power transmission mechanism 10B has the same structure as the power transmission mechanism 10 of the first embodiment shown in FIG. 1 except for the positioning means of the retainer 15 which constitutes the actuating force generating means 10a and the shape of the screw portion of the outer case 11. And they operate the same.
しかして、当該動力伝達機構10Bにおいてはアウタケ
ース11のネジ部11eが軸方向に長く形成されていて、同
ネジ部11eの一端側に第2リテーナ19が螺着されてい
る。第2リテーナ19はリテーナ15に対してロックナット
として機能し、リテーナ15のアウタケース11に対する弛
みを強固に強制する。また、第2リテーナ19は取外しが
容易であるため、当該動力伝達機構10Bの分解および再
使用が容易である。In the power transmission mechanism 10B, the threaded portion 11e of the outer case 11 is formed to be long in the axial direction, and the second retainer 19 is screwed to one end of the threaded portion 11e. The second retainer 19 functions as a lock nut with respect to the retainer 15, and firmly enforces the slack of the retainer 15 with respect to the outer case 11. Further, since the second retainer 19 can be easily removed, the power transmission mechanism 10B can be easily disassembled and reused.
第5図には上記実施例の動力伝達機構10Bの変形例が
示されており、この変形例に係る動力伝達機構10Cにお
いてはアウタケース11のネジ部が小径ネジ部11fと大径
ネジ部11gとからなる段付ネジ部に形成され、かつ小径
ネジ部11fのネジピッチに比較して大径ネジ部11gのネジ
ピッチが大きく設定されている。この小径ネジ部11fに
はリテーナ15が螺着されかつ大径ネジ部11gには上記し
た第2リテーナ19より大径の第2リテーナ19Aが螺着さ
れている。従って、かかる構成によればリテーナ15の位
置決めが一層強固になされ、またこれら各ネジ部11f,11
gのネジを左右互に異ならせればリテーナ15の位置決め
がなお一層強固になされる。FIG. 5 shows a modified example of the power transmission mechanism 10B of the above embodiment. In the power transmission mechanism 10C according to this modified example, the screw portion of the outer case 11 has a small diameter screw portion 11f and a large diameter screw portion 11g. The thread pitch of the large-diameter thread portion 11g is set larger than the thread pitch of the small-diameter thread portion 11f. A retainer 15 is screwed to the small-diameter screw portion 11f, and a second retainer 19A having a larger diameter than the second retainer 19 is screwed to the large-diameter screw portion 11g. Therefore, according to this structure, the retainer 15 is positioned more firmly, and the screw portions 11f and 11f are formed.
If the left and right g screws are different, the retainer 15 can be positioned more firmly.
【図面の簡単な説明】 第1図は本発明の第1実施例に係る動力伝達機構の断面
図、第2図は第1図の矢印II−II線方向の断面図、第3
図は同機構の変形例を示す断面図、第4図は本発明の第
2実施例に係る動力伝達機構の断面図、第5図は同機構
の変形例を示す断面図、第6図は第1実施例に係る機構
を採用した車両の概略図である。 符号の説明 10,10A〜10C…動力伝達機構、10a…作動力発生手段、10
b…摩擦係合力発生手段、11…アウタケース、11c,11e〜
11g…ネジ部、12…インナシャフト、13…作動ピスト
ン、14…ロータ、14b…ベーン部、15…リテーナ、15a…
ネジ部、16…クラッチプレート、17…クラッチディス
ク、19,19A…リテーナ、25,26…プロペラシャフト。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a sectional view of a power transmission mechanism according to a first embodiment of the present invention, FIG. 2 is a sectional view taken along line II-II of FIG. 1, and FIG.
FIG. 4 is a sectional view showing a modified example of the mechanism, FIG. 4 is a sectional view of a power transmission mechanism according to a second embodiment of the present invention, FIG. 5 is a sectional view showing a modified example of the mechanism, and FIG. FIG. 1 is a schematic diagram of a vehicle that employs the mechanism according to the first embodiment. Explanation of reference numerals 10,10A to 10C ... power transmission mechanism, 10a ... operating force generating means, 10
b ... Friction engagement force generating means, 11 ... Outer case, 11c, 11e ...
11g ... screw part, 12 ... inner shaft, 13 ... working piston, 14 ... rotor, 14b ... vane part, 15 ... retainer, 15a ...
Screw part, 16 ... Clutch plate, 17 ... Clutch disc, 19,19A ... Retainer, 25, 26 ... Propeller shaft.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 小林 克之 愛知県豊田市トヨタ町1番地 トヨタ自 動車株式会社内 (72)発明者 乾 正樹 愛知県豊田市トヨタ町1番地 トヨタ自 動車株式会社内 (72)発明者 芦田 敏 愛知県豊田市トヨタ町1番地 トヨタ自 動車株式会社内 (72)発明者 中村 京市 愛知県刈谷市朝日町1丁目1番地 豊田 工機株式会社内 (72)発明者 山本 正司 愛知県刈谷市朝日町1丁目1番地 豊田 工機株式会社内 (56)参考文献 特開 昭63−210441(JP,A) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Katsuyuki Kobayashi 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (72) Inventor Masaki Inui 1, Toyota Town, Aichi Prefecture, Toyota Motor Co., Ltd. ( 72) Inventor Satoshi Ashida 1 Toyota-cho, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Nakamura Kyo-city 1-1, Asahi-cho, Kariya City Aichi Prefecture Toyota Machinery Co., Ltd. (72) Inventor Yamamoto Shoji, 1-1, Asahi-cho, Kariya city, Aichi prefecture Toyota Koki Co., Ltd. (56) Reference JP-A-63-210441 (JP, A)
Claims (1)
回転部材間に配設され、これら両回転部材の相対回転に
より作動して軸方向の推力を発生させる作動力発生手段
と、前記推力により作動して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摩擦係合力発
生手段を備え、前記作動力発生手段を、前記両回転部材
間に液密的に軸方向へ摺動可能かつ一方の回転部材に一
体回転可能に組付けられて前記摩擦係合力発生手段に当
接する作動ピストンと、前記両回転部材間に液密的かつ
一方の回転部材に軸方向へ進退可能に螺着され前記作動
ピストンとの間に軸方向に所定間隔を有して粘性流体が
封入される流体室を形成するリテーナと、半径方向へ延
びる1または複数のベーン部を備え前記流体室にて前記
他方の回転部材に一体的に組付けられたロータとにより
構成してなる動力伝達機構。1. A thrust force generating means, which is disposed between a pair of rotary members coaxially and relatively rotatably positioned and which is actuated by relative rotation of both rotary members to generate a thrust force in an axial direction, and the thrust force. And a frictional engagement force generating means for generating a frictional engagement force that couples the rotating members so that torque can be transmitted, and the operating force generating means is fluid-tightly slid in the axial direction between the rotating members. And a working piston that is integrally rotatably mounted on one of the rotating members and is in contact with the frictional engagement force generating means, and is liquid-tight between the rotating members and is capable of advancing and retracting in the axial direction of the one rotating member. In the fluid chamber, there is provided a retainer which is screwed and forms a fluid chamber in which a viscous fluid is enclosed at a predetermined interval in the axial direction between the working piston and one or a plurality of vane portions extending in the radial direction. For the other rotating member A power transmission mechanism composed constituted by a rotor mounted in the body manner.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1026073A JP2538332B2 (en) | 1988-10-03 | 1989-02-03 | Power transmission mechanism |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP24955588 | 1988-10-03 | ||
JP63-249555 | 1988-10-03 | ||
JP1026073A JP2538332B2 (en) | 1988-10-03 | 1989-02-03 | Power transmission mechanism |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH02209628A JPH02209628A (en) | 1990-08-21 |
JP2538332B2 true JP2538332B2 (en) | 1996-09-25 |
Family
ID=26363810
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1026073A Expired - Lifetime JP2538332B2 (en) | 1988-10-03 | 1989-02-03 | Power transmission mechanism |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2538332B2 (en) |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63210441A (en) * | 1987-02-25 | 1988-09-01 | Honda Motor Co Ltd | Power transmission device |
-
1989
- 1989-02-03 JP JP1026073A patent/JP2538332B2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
JPH02209628A (en) | 1990-08-21 |
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