JPH01216130A - Driving power transmitting device - Google Patents

Abstract

PURPOSE:To simplify constitution by connecting one of a pair of cam engagement bodies with a rotary shaft and fitting the other with the rotary shaft, permitting a relative revolution, and by forming the cam engagement body into a cam shape consisting of an inclined surface inclined in the revolution direction and an engagement surface perpendicular to the revolution direction. CONSTITUTION:For the positive input torque in which a torque is transmitted from a front wheel side drive shaft 15, the relative revolution speed between the drive shaft 15 and a rear wheel side drive shaft 16 increases, and the frictional engagement of a multidisc clutch 25 increases, and the transmission torque becomes over a bias set by a belleville spring 35. Then, a pair of cam engagement bodies 31 and 33 relatively revolve, and are relatively shifted in the axial direction by the cam action due to an inclined surface 34A. Therefore, an outer plate 37 and inner plate 38 are set into nearly directly connected state. On the contrary, for the reverse input torque in which a torque is transmitted from the drive shaft 16, the relative revolution between a pair of cam engagement bodies 31 and 33 is suppressed by an engagement surface 34B, and the transmission torque by the multidisc clutch 25 becomes relatively low because of an oil pressure generating means 23 only.

Description

【発明の詳細な説明】 〈産業上の利用分野〉 本発明は、４輪駆動車に用いる駆動力伝達装置に関する
ものである。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a driving force transmission device used in a four-wheel drive vehicle.

〈従来の技術〉 前輪側駆動軸と後輪側駆動軸との間に配置され両軸の間
でトルクを伝達する多板クラッチと、この多板クラッチ
を作動する作動ピストンを備えた駆動力伝達装置におい
ては、前輪側駆動軸と後輪側駆動軸との相対回転に応じ
た油圧を発生する油圧発生手段を備え、この油圧を作動
ピストンに作用して多板クラッチを摩擦係合させるよう
になっている。<Prior art> A driving force transmission system that includes a multi-disc clutch that is disposed between a front-wheel drive shaft and a rear-wheel drive shaft and transmits torque between the two shafts, and an operating piston that operates the multi-disc clutch. The device includes a hydraulic pressure generating means that generates hydraulic pressure according to the relative rotation between the front wheel drive shaft and the rear wheel drive shaft, and applies this hydraulic pressure to the actuating piston to frictionally engage the multi-disc clutch. It has become.

ところで、自動車が走行中にブレーキ操作を行った場合
、車輪スリップ率が１０〜２０％の領域でブレーキ力が
最大になる。このことからブレーキ操作時におけるブレ
ーキ油圧を制御して車輪スリップ率を上記範囲内に抑え
て車輪のロックを防止し、ブレーキ力を最大に保つよう
にしたＡＢＳ（Ａｎｔｉ−ｒｏｃｋ　Ｂｒｅａｋ　５ｙ
ｓｔｅｎ＋）を備えた４輪駆動車においては、ブレーキ
操作時にはＡＢＳ制御に支障が生じない程度に前後輪間
の伝達トルクを低く抑えることが必要となる。By the way, when a brake operation is performed while an automobile is running, the braking force becomes maximum when the wheel slip rate is in the range of 10 to 20%. For this reason, ABS (Anti-rock Break 5y) controls the brake oil pressure during brake operation to suppress the wheel slip rate within the above range, prevent the wheels from locking, and maintain the maximum braking force.
In a four-wheel drive vehicle equipped with a brake system (Sten+), it is necessary to suppress the torque transmitted between the front and rear wheels to a low level so as not to interfere with ABS control during brake operation.

〈発明が解決しようとする課題〉 このような要望を満たすべく、従来例えば特開昭６２−
５０２３４号あるいは特開昭６２−４３３２５号に記載
されているように、ＡＢＳの作動を検出し、ＡＢＳの作
動が検出されたときには前後輪の直結状態を解除するよ
うにしたものが知られている。<Problem to be solved by the invention> In order to meet such demands, conventionally, for example, Japanese Patent Laid-Open No.
As described in No. 50234 or Japanese Unexamined Patent Publication No. 62-43325, there is a known system that detects the operation of ABS and releases the direct connection between the front and rear wheels when the operation of ABS is detected. .

しかしながら、上記したようなものにおいては、ＡＢＳ
の作動を検出するために各種センサおよびコントローラ
を設けなければならず、構成が複雑となってコスト高と
なるとともに、センサ等の故障に対する対応を必要とす
る問題があった。However, in the above-mentioned products, ABS
In order to detect the operation of the sensor, various sensors and controllers must be provided, which results in a complicated configuration and high cost, and there is a problem in that it is necessary to take measures against failures of the sensors and the like.

〈課題を解決するための手段〉 本発明は、制動時においては後輪側からトルクが流れる
逆入力トルク特性となり、反面通常走行時には前輪側か
らトルクが流れる正人力トルク特性となる点に着目し、
この考えを利用して上記した従来の問題を解決するもの
で、その構成は、前輪側駆動軸および後輪側駆動軸の一
方にハウジングを連結し、他方に前記ハウジングに回転
可能に軸承された回転軸を連結し、前記ハウジング内に
円周方向に相対回転可能にカム係合し相対回転によって
前記多板クラッチを押圧する一対のカム係合体を配置し
、この一対のカム係合体の一方を前記回転軸に連結し、
他方を前記回転軸に相対回転可能に嵌合し、前記カム係
合体をカム係合体の回転方向に傾斜する傾斜面とカム係
合体の回転方向に対して直角な係止面からなるカム形状
にて構成した。ものである。　　　　” く作用〉 上記した構成により、前輪側駆動軸からトルクが伝達さ
れる正入力トルクに対しては、前輪側駆動軸と後輪側駆
動軸の相対回転速度差が増大し、多板クラッチの摩擦係
合力が増大して伝達トルクが皿ばねにて設定されたバイ
アス以上になると、一対のクラッチ係合体が相対回転し
て傾斜面によるカム作用により軸方向に相対変位する。<Means for Solving the Problems> The present invention focuses on the fact that during braking, the torque has a reverse input torque characteristic where the torque flows from the rear wheel side, whereas during normal driving, the torque has a normal human power torque characteristic where the torque flows from the front wheel side. ,
This idea is used to solve the above-mentioned conventional problem, and its configuration is such that a housing is connected to one of the front wheel drive shaft and the rear wheel drive shaft, and the other is rotatably supported by the housing. A pair of cam engaging bodies are arranged in which the rotating shafts are connected to each other, and a pair of cam engaging bodies are disposed in the housing so as to be relatively rotatably engaged in a circumferential direction and press the multi-disc clutch by the relative rotation, and one of the pair of cam engaging bodies is arranged. connected to the rotating shaft;
the other is fitted to the rotating shaft so as to be relatively rotatable, and the cam engaging body has a cam shape consisting of an inclined surface inclined in the rotational direction of the cam engaging body and a locking surface perpendicular to the rotational direction of the cam engaging body. It was configured as follows. It is something. With the above configuration, the relative rotational speed difference between the front wheel drive shaft and the rear wheel drive shaft increases in response to positive input torque transmitted from the front wheel drive shaft, and the multi-disc clutch When the frictional engagement force increases and the transmitted torque exceeds the bias set by the disc spring, the pair of clutch engaging bodies rotate relative to each other and are displaced relative to each other in the axial direction due to the cam action of the inclined surface.

かかる一対のクラッチ係合体の軸方向相対変位によりア
ウタプレートとインナプレートが押圧され、アウタプレ
ートとインナプレートはほぼ直結状態に結合される。こ
れによって多板クラッチによる伝達トルクは急激に上昇
し、ぬかるみ等からの脱出を容易にするとともに、アウ
タプレートとインナプレートの滑り摩擦を抑制して両プ
レートの損傷を未然に防止する。The outer plate and the inner plate are pressed by the relative axial displacement of the pair of clutch engaging bodies, and the outer plate and the inner plate are almost directly connected. As a result, the torque transmitted by the multi-disc clutch increases rapidly, making it easier to escape from mud etc., and suppressing the sliding friction between the outer plate and the inner plate to prevent damage to both plates.

逆に後輪側駆動軸からトルクが伝達される逆入力トルク
に対しては、係止面により一対のクラッチ係合体の相対
回転が阻止されるため、一対のクラッチ係合体の軸方向
相対変位によるアウタプレートとインナプレートの押圧
作用は生じなく、これによって多板クラッチによる伝達
トルクは油圧発生手段のみによる比較的低いものとなり
、ＡＢＳとのマツチングが図られる。Conversely, in response to reverse input torque, which is transmitted from the rear wheel drive shaft, the locking surface prevents the relative rotation of the pair of clutch engaging bodies. There is no pressing action between the outer plate and the inner plate, and as a result, the torque transmitted by the multi-disc clutch is relatively low due to only the hydraulic pressure generating means, and matching with the ABS is achieved.

〈実施例〉 以下本発明の実施例を図面に基づいて説明する。<Example> Embodiments of the present invention will be described below based on the drawings.

第４図において、１０はエンジン、１１はトランスミッ
ション、１３は前輪側差動装置、１４は後輪側差動装置
、１５は前輪側駆動軸、１６は後輪側駆動軸、１７は前
輪、１８は後輪、２０は前輪側駆動軸１５と後輪゛側駆
動軸１６間に設けられた駆動力伝達装置を示す。エンジ
ン１０の出力はトランスミッション１１を介して前輪側
差動装置１３に伝えられ、前輪１７を駆動するとともに
、前輪側駆動軸１５に伝えられ、その回転は駆動力伝達
装置２０を介して後輪側駆動軸１６に伝達され、後輪１
８を駆動する。In FIG. 4, 10 is an engine, 11 is a transmission, 13 is a front wheel differential device, 14 is a rear wheel differential device, 15 is a front wheel drive shaft, 16 is a rear wheel drive shaft, 17 is a front wheel, and 18 is a rear wheel drive shaft. Reference numeral 20 indicates a rear wheel, and 20 indicates a driving force transmission device provided between the front wheel drive shaft 15 and the rear wheel drive shaft 16. The output of the engine 10 is transmitted to the front wheel differential device 13 via the transmission 11 to drive the front wheels 17, and is also transmitted to the front wheel drive shaft 15, and its rotation is transmitted to the rear wheel side via the drive force transmission device 20. is transmitted to the drive shaft 16, and the rear wheel 1
Drive 8.

前記駆動力伝達装置２０は、第１図に示すように、回転
ハウジング２１と、この回転ハウジング２１内を縦貫し
て回転可能に軸承された回転軸２２と、これら回転ハウ
ジング２１と回転軸２２との差動回転に応じた油圧を発
生する油圧発生手段２３と、この油圧発生手段２３にて
発生した油圧力が作用される作動ピストン２４と、この
作動ピストン２４の押圧力によって摩擦係合される多板
クラッチ２５とによって主に構成されている。As shown in FIG. 1, the driving force transmission device 20 includes a rotary housing 21, a rotary shaft 22 that extends vertically through the rotary housing 21 and is rotatably supported, and a rotary housing 21 and a rotary shaft 22. A hydraulic pressure generating means 23 that generates hydraulic pressure according to the differential rotation of the hydraulic pressure generating means 23 and an operating piston 24 to which the hydraulic pressure generated by the hydraulic pressure generating means 23 is applied are frictionally engaged by the pressing force of the operating piston 24. It is mainly composed of a multi-disc clutch 25.

前記回転ハウジング２１の一端には前記前輪側駆動軸１
５が一体的に結合され、また前記回転軸２２内には前記
後輪側駆動軸１６がスプライン係合されている。回転ハ
ウジング２１内には回転軸２２と同心的に潤滑油チャン
バ２７が形成され、この潤滑油チャンバ２７の一端開口
はエンドカバー２８にて閉塞されている。潤滑油チャン
バ２７内には一対のカム係合体３０の７方を構成するク
ラッチハブ３１が回転軸２２の外周に回転かつ軸方向移
動可能に支持され、このクラッチハブ３１の端面に複数
の保合ボール３２が円周上等角度間隔に保持されている
。クラッチハブ３１の一端には前記多板クラッチ２５を
作動ピストン２４との間で挟持するようにトルク受承体
３１Ａが設けられている。また回転軸２２の外周には前
記一対のカム係合体３０の他方を構成するカムプレート
３３がスプライン係合されている。カムプレート３３の
前記クラッチハブ３１の端面に対向する面には前記係合
ボール３２に係合するそれと同数のカム溝３４が円周上
等角度間隔に形成され、このカム溝３４は第３図に示す
ように回転方向に対して傾斜する傾斜面３４Ａと、回転
方向に対して垂直な係止面３４Ｂとからなり、これら傾
斜面３４Ａと係止面３４Ｂとで係合ボール３２を挟込む
ように配置されている。これによってクラッチハブ３１
が矢印方向に回転する場合には、係止面３４Ｂの作用に
よって保合ボール３２を介しカムプレート３３に一体的
に回転を伝達し、クラッチハブ３１が反矢印方向に回転
する場合には、傾斜面３４Ａの作用によってカムプレー
ト３３に軸方向分力を付与するようになっている。しか
してカムプレート３３のカム溝３４は、通常クラッチハ
ブ３１との間に介挿された皿ばね３５の光力により係合
ボール３２に係合されている。The front wheel drive shaft 1 is disposed at one end of the rotating housing 21.
5 are integrally connected to each other, and the rear wheel drive shaft 16 is spline-engaged within the rotary shaft 22. A lubricating oil chamber 27 is formed in the rotating housing 21 concentrically with the rotating shaft 22 , and one end opening of the lubricating oil chamber 27 is closed by an end cover 28 . Inside the lubricating oil chamber 27, a clutch hub 31 constituting seven sides of a pair of cam engaging bodies 30 is rotatably and axially movably supported on the outer periphery of the rotating shaft 22. Balls 32 are held at equal angular intervals on the circumference. A torque receiving body 31A is provided at one end of the clutch hub 31 so as to sandwich the multi-disc clutch 25 between it and the operating piston 24. Further, a cam plate 33 constituting the other of the pair of cam engaging bodies 30 is spline-engaged with the outer periphery of the rotating shaft 22 . On the surface of the cam plate 33 facing the end surface of the clutch hub 31, the same number of cam grooves 34 that engage with the engagement balls 32 are formed at equal angular intervals on the circumference. As shown in the figure, it consists of an inclined surface 34A that is inclined with respect to the rotation direction, and a locking surface 34B that is perpendicular to the rotation direction, and the engaging ball 32 is sandwiched between the sloped surface 34A and the locking surface 34B. It is located in As a result, the clutch hub 31
When the clutch hub 31 rotates in the direction of the arrow, the rotation is integrally transmitted to the cam plate 33 via the retaining ball 32 by the action of the locking surface 34B, and when the clutch hub 31 rotates in the opposite direction of the arrow, the rotation is transmitted integrally to the cam plate 33 via the retaining ball 32. An axial component force is applied to the cam plate 33 by the action of the surface 34A. The cam groove 34 of the cam plate 33 is normally engaged with the engagement ball 32 by the optical force of a disc spring 35 inserted between the clutch hub 31 and the clutch hub 31.

また前記潤滑油チャンバ２７内には多板クラッチ２５を
構成する複数のアウタプレート３７とインナプレート３
８が交互に配置されており、アウタプレート３７は回転
ハウジング２１の内周にスプライン係合され、インナプ
レート３８は回転軸２２の外周にスプライン係合されて
いる。Furthermore, inside the lubricating oil chamber 27, there are a plurality of outer plates 37 and inner plates 3 that constitute the multi-plate clutch 25.
8 are arranged alternately, the outer plates 37 are spline engaged with the inner periphery of the rotating housing 21, and the inner plates 38 are spline engaged with the outer periphery of the rotating shaft 22.

前記作動ピストン２４と回転ハウジング２１の内端との
間には、軸方向に制限された円筒状の空間部４０が形成
され、この空間部４０にその軸方向寸法より僅かに小さ
な肉厚のロータ４１が摺接可能に収納されている。かか
るロータ４１は第２図に示すように、中心部を前記回転
軸２２の外周にスプライン係合され、また直径方向に延
びる２枚のブレード４２を有している。これにより前記
空間部４０は、複数のブレード４２によって円周上複数
の圧力室４３に区画され、これら各圧力室４３空間部に
シリコンオイル等の高粘度油４４が充填されている。し
かして上記した円筒状空間部４０に収納されたブレード
４２を持つロータ４１および高粘度油４４により前記油
圧発生手段２３を構成している。かかる油圧発生手段２
３によって発生する油圧力により、第５図の伝達トルク
特性に示すように差動回転に対して比較的低めの伝達ト
ルクを発生するようにしている。A cylindrical space 40 limited in the axial direction is formed between the working piston 24 and the inner end of the rotary housing 21, and a rotor having a wall thickness slightly smaller than the axial dimension of the space 40 is formed in the space 40. 41 is housed in a slidable manner. As shown in FIG. 2, the rotor 41 has a center portion splined to the outer periphery of the rotating shaft 22, and has two blades 42 extending in the diametrical direction. As a result, the space 40 is circumferentially divided into a plurality of pressure chambers 43 by a plurality of blades 42, and each pressure chamber 43 space is filled with high viscosity oil 44 such as silicone oil. The oil pressure generating means 23 is constituted by the rotor 41 having the blades 42 housed in the cylindrical space 40 and the high viscosity oil 44. Such hydraulic pressure generating means 2
As shown in the transmission torque characteristics shown in FIG. 5, the hydraulic pressure generated by 3 generates a relatively low transmission torque with respect to the differential rotation.

上記した構成において、通常の走行状態においては、前
輪側から後輪側にトルクが流れる正入力トルク特性とな
るため、前輪側駆動軸１５と後輪側駆動軸１６とが相対
回転して前記ロータ４１が回転ハウジング２１内で相対
回転すると、圧力室４３に充填された高粘度油４４がブ
レード４２により、接近した２面間を回転速度差に応じ
た流速で強制移動される。この際、回転ハウジング２１
および作動ピストン２４の両端面との粘性摩擦により圧
力室４３内にロータ４１の回転速度に比例した内圧が発
生する。すなわちこの内圧は、ブレード４２が回転ハウ
ジング２１に対して矢印方向に回転することにより、隣
接する２つのブレード４２で囲まれた圧力室４３の先行
するブレード側をＢ、後続するブレード側をＡとすると
、Ａ点で最も高く、Ｂ点で最も低い圧力分布となり、圧
力室４３にブレード４２の回転速度に比例した圧力が発
生し、この圧力が作動ピストン２４に作用して多板クラ
ッチ２５を押圧する。In the above-mentioned configuration, under normal running conditions, the positive input torque characteristic is such that torque flows from the front wheel side to the rear wheel side, so the front wheel drive shaft 15 and the rear wheel drive shaft 16 rotate relative to each other, causing the rotor to rotate. 41 relatively rotates within the rotating housing 21, the high viscosity oil 44 filled in the pressure chamber 43 is forcibly moved by the blade 42 between the two closely spaced surfaces at a flow rate corresponding to the rotational speed difference. At this time, the rotating housing 21
An internal pressure proportional to the rotational speed of the rotor 41 is generated in the pressure chamber 43 due to viscous friction with both end surfaces of the actuating piston 24 . That is, as the blade 42 rotates in the direction of the arrow with respect to the rotary housing 21, this internal pressure is generated such that the leading blade side of the pressure chamber 43 surrounded by two adjacent blades 42 is B and the succeeding blade side is A. Then, the pressure distribution becomes highest at point A and lowest at point B, and a pressure proportional to the rotational speed of the blade 42 is generated in the pressure chamber 43, and this pressure acts on the actuating piston 24 and presses the multi-disc clutch 25. do.

従って複数のアウタプレート３７とインナプレート３８
が作動ピストン２４に作用する油圧力に応じた押圧力で
摩擦係合され、多板クラッチ２５を介して前輪側駆動軸
１５より後輪側駆動軸１６に回転トルクが伝達される。Therefore, a plurality of outer plates 37 and inner plates 38
are frictionally engaged by a pressing force corresponding to the hydraulic pressure acting on the actuating piston 24, and rotational torque is transmitted from the front drive shaft 15 to the rear drive shaft 16 via the multi-disc clutch 25.

しかしてかかる伝達トルクは比較的低めに設定されてい
る。However, the transmitted torque is set relatively low.

ところで、前輪側駆動軸１５と後輪側駆動軸１６の差動
回転（相対回転速度差）が増大し、それに伴って伝達ト
ルクが皿ばね３５にて設定されたバイアス以上となる差
動回転がＮｌ（第５図）に達すると、クラッチハブ３１
とクラッチプレート３３が皿ばね３５に抗して相対回転
して係合ボール３２がカムプレート３３の傾斜面３４Ａ
に乗り上げ、その結果クラッチハブ３１はクラッチプレ
ート３３に対して軸方向に変位し、そのトルク受承体３
１Ａにて多板クラッチ２５を作動ピストン２４に向かっ
て押圧する。かかるクラッチハブ３１の軸方向変位によ
りアウタプレート３７とインナプレート３８はほぼ直結
状態に結合され、４輪駆動状態になる。これにより多板
クラッチ２５による伝達トルクは、第５図のトルク伝達
特性に示すように所定の差動回転Ｎ１を境にして急激に
上昇し、ぬかるみ等からの脱出を容易にする。By the way, the differential rotation (relative rotational speed difference) between the front wheel drive shaft 15 and the rear wheel drive shaft 16 increases, and as a result, the differential rotation in which the transmitted torque exceeds the bias set by the disc spring 35 occurs. When reaching Nl (Fig. 5), the clutch hub 31
, the clutch plate 33 rotates relatively against the disc spring 35, and the engagement ball 32 rotates against the inclined surface 34A of the cam plate 33.
As a result, the clutch hub 31 is displaced in the axial direction with respect to the clutch plate 33, and the torque receiving body 3
1A, the multi-disc clutch 25 is pushed toward the actuating piston 24. Due to this axial displacement of the clutch hub 31, the outer plate 37 and the inner plate 38 are almost directly connected, resulting in a four-wheel drive state. As a result, the torque transmitted by the multi-disc clutch 25 increases sharply after reaching a predetermined differential rotation N1, as shown in the torque transmission characteristics of FIG. 5, making it easier to escape from mud or the like.

ところが制動時においては、後輪側から前輪側にトルク
が流れる逆入力トルク特性となるため、カムプレート３
３の係止面３４Ｂによりクラッチハブ３１とクラッチプ
レート３３との相対回転が規制されるため、上記した伝
達トルクの急激な上昇は生起せず、多板クラッチ２５の
滑りが許容されてＡＢＳに支障を及ぼさないようになる
。However, during braking, a reverse input torque characteristic occurs in which torque flows from the rear wheel side to the front wheel side, so the cam plate 3
Since the relative rotation between the clutch hub 31 and the clutch plate 33 is restricted by the locking surface 34B of No. 3, the above-mentioned sudden increase in the transmitted torque does not occur, and the multi-disc clutch 25 is allowed to slip, which interferes with ABS. This will prevent it from affecting you.

上記した実施例においては、作動ピストン２４に作用す
る油圧力を、高粘度油をブレードによって強制移動させ
ることにより発生させる例について述べたが、従来周知
の差動ポンプを用いて行うようにしてもよい。In the above-mentioned embodiment, an example was described in which the hydraulic pressure acting on the actuating piston 24 is generated by forcibly moving high-viscosity oil with a blade, but it may also be generated using a conventionally well-known differential pump. good.

また上記した実施例においては、一対のカム係合体３０
を係合ボール３２を介して係合した例について述べたが
、同様な考えの基に一対のカム係合体３０を鋸歯状のカ
ム面同士で係合させてもよい。Furthermore, in the embodiment described above, the pair of cam engaging bodies 30
Although an example has been described in which the cams are engaged through the engagement ball 32, based on the same idea, the pair of cam engagement bodies 30 may be engaged with each other through their serrated cam surfaces.

〈発明の効果〉 以上述べたように本発明は、正入力時には差動回転に応
じて伝達トルクが上昇するように、また逆入力時には差
動回転に対しても伝達トルクがあまり上昇しないように
カム係合体を構成したので、ＡＢＳを備えた４輪駆動車
においてもＡＢＳ制御に支障を起こさず、しかもこのよ
うな伝達トルク特性が特別な制御を何ら行わずして得ら
れる効果がある。<Effects of the Invention> As described above, the present invention is designed so that the transmitted torque increases in accordance with the differential rotation during a positive input, and so that the transmitted torque does not increase much with respect to the differential rotation during a reverse input. Since the cam engaging body is configured, there is no problem with ABS control even in a four-wheel drive vehicle equipped with ABS, and such transmission torque characteristics can be obtained without any special control.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本発明の実施例を示すもので、第１図は駆動力伝
達装置の断面図、第２図は第１図のｎ−■線断面図、第
３図は第１図の■−■線拡線断大断面図４図は４輪駆動
車の概略図、第５図は差動回転に対する伝達トルク特性
を示す線図である。 １５・・・前輪側駆動軸、１６・・・後輪側駆動軸、２
１・・・回転ハウジング、２２・・・回転軸、２３・・
・油圧発生手段、２４・・・作動ピストン、２５・・・
多板クラッチ、３１，３３・・・カム係合体。The drawings show an embodiment of the present invention, and FIG. 1 is a sectional view of the driving force transmission device, FIG. 2 is a sectional view taken along the line n--■ in FIG. 1, and FIG. 3 is a sectional view taken along the line FIG. 4 is a schematic diagram of a four-wheel drive vehicle, and FIG. 5 is a diagram showing transmission torque characteristics with respect to differential rotation. 15... Front wheel side drive shaft, 16... Rear wheel side drive shaft, 2
1... Rotating housing, 22... Rotating shaft, 23...
- Hydraulic pressure generating means, 24... Working piston, 25...
Multi-plate clutch, 31, 33... cam engagement body.

Claims (1)

【特許請求の範囲】[Claims] （１）前輪側駆動軸と後輪側駆動軸との間に配置され両
軸の間でトルクを伝達する多板クラッチと、この多板ク
ラッチを押圧する作動ピストンと、前記前輪側駆動軸と
後輪側駆動軸との差動回転に応じた油圧力を前記作動ピ
ストンに作用させる油圧発生手段とを備えた駆動力伝達
装置において、前記前輪側駆動軸および後輪側駆動軸の
一方にハウジングを連結し、他方に前記ハウジングに回
転可能に軸承された回転軸を連結し、前記ハウジング内
に円周方向に相対回転可能にカム係合し相対回転によっ
て前記多板クラッチを押圧する一対のカム係合体を配置
し、この一対のカム係合体の一方を前記回転軸に連結し
、他方を前記回転軸に相対回転可能に嵌合し、前記カム
係合体をカム係合体の回転方向に傾斜する傾斜面とカム
係合体の回転方向に対して直角な係止面からなるカム形
状にて構成してなる駆動力伝達装置。(1) A multi-disc clutch that is disposed between the front-wheel drive shaft and the rear-wheel drive shaft and transmits torque between the two shafts, an actuating piston that presses the multi-disc clutch, and the front-wheel drive shaft. and a hydraulic pressure generating means for applying hydraulic pressure to the actuating piston in accordance with differential rotation with the rear wheel drive shaft, the housing being disposed on one of the front wheel drive shaft and the rear wheel drive shaft. a pair of cams, the other of which is connected to a rotary shaft that is rotatably supported by the housing, the cam engages within the housing so as to be relatively rotatable in the circumferential direction, and presses the multi-disc clutch by relative rotation. an engaging body is arranged, one of the pair of cam engaging bodies is connected to the rotating shaft, the other is fitted to the rotating shaft so as to be relatively rotatable, and the cam engaging body is tilted in the rotation direction of the cam engaging body. A driving force transmission device configured with a cam shape consisting of an inclined surface and a locking surface perpendicular to the rotational direction of the cam engaging body.