JPH01220728A - Drive force transmission - Google Patents
Drive force transmissionInfo
- Publication number
- JPH01220728A JPH01220728A JP4298088A JP4298088A JPH01220728A JP H01220728 A JPH01220728 A JP H01220728A JP 4298088 A JP4298088 A JP 4298088A JP 4298088 A JP4298088 A JP 4298088A JP H01220728 A JPH01220728 A JP H01220728A
- Authority
- JP
- Japan
- Prior art keywords
- blade
- drive shaft
- housing
- wheel drive
- pressure
- 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.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims description 16
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 239000003921 oil Substances 0.000 description 9
- 230000000694 effects Effects 0.000 description 3
- 239000010687 lubricating oil Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
- 229920002545 silicone oil Polymers 0.000 description 1
Landscapes
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
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
最大となる。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
、車輪のロックを防止してブレーキ力を最大に保つよう
にしたＡＢＳ（＾ｎｔｉ−ｒｏｃｋ Ｂｒｅａｋ Ｓｙ
ｓｔｅｍ）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 the automobile is running, the braking force becomes maximum in a region where the wheel slip rate is 10 to 20%. For this reason, ABS (^nti-rock Break Sy) controls the brake oil pressure during brake operation to keep the wheel slip rate within the above range, prevents the wheels from locking, and maintains the maximum braking force.
In a four-wheel drive vehicle equipped with a brake system (stem), 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.
く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入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せんとす
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
グ内に軸方向に制限された隙間を作動ピストンの側方に
設け、この隙間に前記ハウジングと回転軸の何れか一方
に連結されるブレードを回転可能に収納して前記隙間を
複数の圧力室に区画し、これら圧力室に前記ブレードの
回転によって隙間内を強制移動される高粘度油を充填す
るとともに、前記ハウジング内に前記ブレードとの摩擦
作用により回転される摩擦ブレードを前記ハウジングに
対して所定角度だけ相対回転可能に設け、この摩擦ブレ
ードの一方の回転端位置においてのみ前記圧力室内の高
圧側と低圧側とを互いに連通ずる連通手段を設けたもの
である。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 positive input torque characteristic where the torque flows from the front wheel side. ,
This idea is used to solve the above-mentioned conventional problems, and the structure 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 on the housing. a rotating shaft connected to the housing, a gap limited in the axial direction is provided in the housing on the side of the actuating piston, and a blade connected to either the housing or the rotating shaft is rotatably housed in the gap. The gap is divided into a plurality of pressure chambers, and these pressure chambers are filled with high viscosity oil that is forcibly moved within the gap by the rotation of the blade, and the pressure chamber is filled with high viscosity oil that is forced to move within the gap by the rotation of the blade. A friction blade is provided to be rotatable relative to the housing by a predetermined angle, and a communication means is provided for communicating the high pressure side and the low pressure side in the pressure chamber with each other only at one rotation end position of the friction blade. be.
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、摩擦ブレードがブレード
につれ回りして一方の回転端に位置されるため、圧力室
内の高圧側と低圧側との連通が遮断される。従って前輪
側駆動軸と後輪側駆動軸との相対回転速度差の増大に応
じて圧力室内の圧力が上昇し、作動ピストンに作用する
圧力が増大し、多板クラッチの摩擦係合力が増大して伝
達トルクが上昇される。With the above configuration, in response to positive input torque that is transmitted from the front wheel drive shaft, the friction blade rotates with the blade and is positioned at one end of rotation, so the high pressure side in the pressure chamber and Communication with the low pressure side is cut off. Therefore, as the relative rotational speed difference between the front wheel drive shaft and the rear wheel drive shaft increases, the pressure within the pressure chamber increases, the pressure acting on the operating piston increases, and the friction engagement force of the multi-disc clutch increases. The transmitted torque is increased.
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、摩擦ブレードが他方の回転端に位置される
ため、圧力室内の高圧側と低圧側とが互いに連通される
。従って圧力室内の圧力が上昇せず、多板クラッチによ
る伝達トルクは低くなって、ＡＢＳとのマツチングが図
られる。On the other hand, in response to a reverse input torque transmitted from the rear wheel drive shaft, the friction blade is located at the other rotating end, so the high pressure side and the low pressure side in the pressure chamber are communicated with each other. Therefore, the pressure in the pressure chamber does not increase, the torque transmitted by the multi-disc clutch becomes low, 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１８
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. is a rear wheel, 20 is 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, While driving the front wheels 17,
The rotation is transmitted to the front wheel drive shaft 15, and its rotation is transmitted to the rear wheel drive shaft 16 via the drive force transmission device 20, and the rotation is transmitted to the rear wheel drive shaft 16 through the drive force transmission device 20.
to drive.
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。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 .
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ブレード３７とインナブレード３
８が交互に配置されており、アウタブレード３７は回転
ハウジング２１の内周にスプライン係合され、インチブ
レード３８は回転軸２２の外周に取付けられたクラッチ
ハブ３０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 blades 37 and inner blades 3 constituting the multi-disc clutch 25.
8 are arranged alternately, the outer blades 37 are spline engaged with the inner periphery of the rotating housing 21, and the inch blades 38 are spline engaged with the clutch hub 30 attached to 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、円筒状の空間部３９が形成され、この空間部３
９の軸方向中央部にサイドブレード４０が配設され、こ
のサイドブレード４０は回転ハウジング２１に固定され
ている。サイドブレード４０と作動ピストン２４との間
には軸方向に制限された隙間が形成され、この隙間にそ
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。これにより前記隙間は、複数のブレード４
２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にシリコンオイル等の高粘度油４４が充填
されている。A cylindrical space 39 is formed between the operating piston 24 and the inner end of the rotary housing 21, and this space 3
A side blade 40 is disposed at the axial center of the rotary shaft 9 , and this side blade 40 is fixed to the rotating housing 21 . A limited gap is formed in the axial direction between the side blade 40 and the actuating piston 24, and a rotor 41 having a wall thickness slightly smaller than the axial dimension of the gap 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 gap between the plurality of blades 4
2 into a plurality of pressure chambers 43 on the circumference, and each of these pressure chambers 43 is filled with high viscosity oil 44 such as silicone oil.
しかして上記したブレード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２３により、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際
に、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、
例えばブレード４２が回転ハウジング２１に対して矢印
方向に回転する場合には、２つのブレード４２で囲まれ
た圧力室の先行するブレード側面側をＡ、後続するブレ
ード側面側をＢとすると、Ｂ点で最も高く、Ａ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する。The rotor 41 having the blades 42 and the high viscosity oil 44 constitute the hydraulic pressure generating means 23. By this hydraulic pressure generating means 23, the front wheel side drive shaft 15
When the rotor 41 rotates relative to the rear wheel drive shaft 16 in the rotating housing 21, the high viscosity oil 44 filled in the pressure chamber 43 is moved by the blades 42 to increase the rotational speed between the two closely spaced surfaces. When the rotor 41 is forcibly moved at a flow rate corresponding to the difference, an internal pressure proportional to the rotational speed of the rotor 41 is generated in the pressure chamber 43 due to viscous friction between the rotary housing 21 and both end surfaces of the actuating piston 24 . In other words, this internal pressure is
For example, when the blade 42 rotates in the direction of the arrow with respect to the rotary housing 21, if the pressure chamber surrounded by the two blades 42 has a preceding blade side surface A and a subsequent blade side surface B, then point B The pressure distribution is highest at point A and lowest at point A, and a pressure proportional to the rotational speed of the blade 42 is generated in the pressure chamber 43.
また前記サイドブレード４０と回転ハウジング２１の内
端との間には、円板状の摩擦ブレード４５が配設され、
この摩擦ブレード４５は回転軸２２の外周に回転可能に
嵌合されている。摩擦ブレード４５の一端には前記ロー
タ４１の側面に摩擦係合する摩擦係合面４５Ａが形成さ
れており、その摩擦係合作用によりロータ４１の回転に
つれて回転されるようになっている。かかる摩擦ブレー
ド４５には第３図に示すように前記サイドプレー）４０
に植設された係合ピン４６に係合する保合長溝４７が形
成され、これによって摩擦ブレード４５はサイドブレー
ド４０に対して所定角度相対回転できるようになってい
る。また摩擦ブレード４５には円弧状の連通溝４８が円
周上２か所に形成されている。Further, a disc-shaped friction blade 45 is disposed between the side blade 40 and the inner end of the rotary housing 21,
This friction blade 45 is rotatably fitted around the outer periphery of the rotating shaft 22. A friction engagement surface 45A that frictionally engages with the side surface of the rotor 41 is formed at one end of the friction blade 45, and is rotated as the rotor 41 rotates due to the friction engagement action. As shown in FIG. 3, this friction blade 45 has the side play 40
A retaining long groove 47 is formed to engage with an engaging pin 46 implanted in the side blade 40, thereby allowing the friction blade 45 to rotate relative to the side blade 40 by a predetermined angle. Further, the friction blade 45 has arc-shaped communication grooves 48 formed at two locations on the circumference.
一方、前記サイドプレー）４０には前記連通溝４８の半
径位置において各一対の連通穴５０Ａ。On the other hand, each pair of communication holes 50A are provided in the side play 40 at radial positions of the communication grooves 48.
５０Ｂが軸方向に貫通されている。これら隣合う一対の
連通穴５０Ａ、５０Ｂは前記摩擦ブレード４５の回転状
態によってその連通溝４８に同時に連通したり、あるい
は一方のみが連通され他方は閉塞されるようになる。す
なわち、回転軸２２の正転時には第３図に示すように、
ロータ４１との摩擦作用によって摩擦ブレード４５がサ
イドブレード４０に対して時計回りの回転端に位置され
、これによって一方の連通穴５０Ａが摩擦ブレード４５
たよって閉塞され、その結果隣合う一対の連通穴５０Ａ
、５０Ｂめ連通が遮断される。しかるに回転軸２２の逆
転時には第九図に示すように、ロータ４１とのＦ１４’
作用によって摩擦ブレード４５がサイドブレード４０に
対して反時計回りの回転端に位置され、これによって隣
合う一対の連通穴５０Ａ、５０Ｂが連通溝４８に同時に
開口され、その結果圧力室４３の高圧側と低圧側とが互
いに連通される。50B is penetrated in the axial direction. Depending on the rotational state of the friction blade 45, the pair of adjacent communication holes 50A and 50B may communicate with the communication groove 48 at the same time, or only one may communicate with the other and the other may be closed. That is, when the rotating shaft 22 rotates normally, as shown in FIG.
Due to the frictional action with the rotor 41, the friction blade 45 is positioned at the clockwise rotation end with respect to the side blade 40, whereby one communication hole 50A is connected to the friction blade 45.
As a result, a pair of adjacent communication holes 50A
, 50B communication is cut off. However, when the rotating shaft 22 is reversed, as shown in FIG.
Due to this action, the friction blade 45 is positioned at the counterclockwise rotation end with respect to the side blade 40, whereby a pair of adjacent communication holes 50A and 50B are simultaneously opened into the communication groove 48, and as a result, the high pressure side of the pressure chamber 43 is opened simultaneously. and the low pressure side are communicated with each other.
次に上記した構成における駆動力伝達装置について説明
する。Next, the driving force transmission device with the above configuration will be explained.
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１
５と後輪側駆動軸１６との相対回転によってブレード４
２が回転ハウジング２１に対して第２図の矢印方向に相
対回転する。これによりブレード４２との摩擦作用によ
り摩擦ブレード４５がつれ回り回転され、第３図に示す
ように時計回りの回転端に位置され、隣合う一対の連通
穴５０Ａ、５０Ｂの連通が遮断される。従って圧力室４
３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
、高粘度油４４の粘性摩擦作用により圧力室４３内にブ
レード４２の回転速度に比例した圧力が発生し、作動ピ
ストン２４が押圧される。In normal driving conditions, the front wheel drive shaft 1 has a positive input torque characteristic where torque flows from the front wheels to the rear wheels.
The blade 4 is rotated by the relative rotation between the blade 5 and the rear wheel drive shaft 16.
2 rotates relative to the rotating housing 21 in the direction of the arrow in FIG. As a result, the friction blade 45 is rotated by the frictional action with the blade 42, and is positioned at the clockwise rotation end as shown in FIG. 3, and the communication between the pair of adjacent communication holes 50A and 50B is cut off. Therefore, pressure chamber 4
The high viscosity oil 44 filled in the pressure chamber 43 is forcibly moved by the blade 42 between two close surfaces at a flow rate according to the difference in rotational speed, and the rotation of the blade 42 is caused by the viscous friction of the high viscosity oil 44 into the pressure chamber 43. A pressure proportional to the speed is generated and the actuating piston 24 is pressed.
従って複数のアウタブレード３７とインナブレード３８
が作動ピストン２４に作用する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１
５より後輪側駆動軸１６に回転トルクが伝達され、４輪
駆動状態になる。すなわち、差動回転に対する伝達トル
クは第６図の実線に示すようになる。Therefore, a plurality of outer blades 37 and inner blades 38
is frictionally engaged with a pressing force corresponding to the pressure acting on the actuating piston 24, and is connected to the front wheel drive shaft 1 via the multi-disc clutch 25.
Rotational torque is transmitted from 5 to the rear wheel drive shaft 16, resulting in a four-wheel drive state. That is, the transmitted torque for differential rotation is as shown by the solid line in FIG.
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、前輪側駆動軸１
５と後輪側駆動軸１６との相対回転によってブレード４
２が回転ハウジング２１に対して第２図の反矢印方向に
相対回転する。これによりブレード４２との摩擦作用に
より摩擦ブレード４５がつれ回り回転され、第５図に示
すように反時計回りの回転端に位置され、隣合う一対の
連通穴５０Ａ、５０Ｂが互いに連通される。従ってブレ
ード４２の相対回転による高粘度油４４の粘性摩擦作用
により圧力室４３に圧力が発生せんとするが、この圧力
は高圧側の連通穴５０Ａより連通溝４８を介して低圧側
の連通穴５０Ｂにリークされるため、圧力室４３に発生
する圧力は低くなり、後輪側駆動軸１６より前輪側駆動
軸１５に伝えられるトルクは低く、差動回転に対する伝
達トルクは第６図の破線に示すようになる。従って多板
クラッチ２５の滑りが許容されるので、ＡＢＳに支障を
及ぼさないようになる。However, during braking, there is a reverse input torque characteristic in which torque flows from the rear wheel side to the front wheel side, so the front wheel drive shaft 1
The blade 4 is rotated by the relative rotation between the blade 5 and the rear wheel drive shaft 16.
2 rotates relative to the rotating housing 21 in the direction opposite to the arrow in FIG. As a result, the friction blade 45 is rotated by the frictional action with the blade 42, and is positioned at the counterclockwise rotation end as shown in FIG. 5, and the pair of adjacent communication holes 50A and 50B are communicated with each other. Therefore, pressure is not generated in the pressure chamber 43 due to the viscous friction of the high viscosity oil 44 due to the relative rotation of the blade 42, but this pressure is transmitted from the high pressure side communication hole 50A through the communication groove 48 to the low pressure side communication hole 50B. As a result, the pressure generated in the pressure chamber 43 becomes low, and the torque transmitted from the rear drive shaft 16 to the front drive shaft 15 is low, and the transmitted torque for differential rotation is shown by the broken line in FIG. It becomes like this. Therefore, slippage of the multi-disc clutch 25 is allowed, so that it does not interfere with ABS.
〈発明の効果〉
以上述べたように本発明は、正人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
動回転が生じても伝達トルクが上昇しないように、圧力
室の高圧側と低圧側とを連通遮断する手段を設けた構成
であるので、ＡＢＳを備えた４輪駆動車においてもＡＢ
Ｓ制御に支障を及ぼさない効果があり、しかもこのよう
な伝達トルク特性を得るために特別な制御要素を必要と
しない効果も併せて奏せられる。<Effects of the Invention> As described above, the present invention is designed so that the transmission torque increases in accordance with differential rotation during normal human power, and so that the transmission torque does not increase even if differential rotation occurs during reverse input. Since the structure is equipped with a means for disconnecting communication between the high pressure side and the low pressure side of the pressure chamber, AB
This has the effect of not interfering with S control, and also has the effect of not requiring any special control elements to obtain such transmission torque characteristics.
図面は本発明の実施例牽示すもので、第１図は駆動力伝
達装置の断面図、第２図および第３図は第１図の■−■
および■−■線断面図、第４図は４輪駆動車の概略図、
第５図は作動状態を示す第３図に相応する断面図、第６
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、４２・・・ブレード、４３・・・圧力室
、４５・・・摩擦ブレード、４８・・・連通溝、５０・
・・連通溝。The drawings show an embodiment of the present invention, and FIG. 1 is a cross-sectional view of the driving force transmission device, and FIGS. 2 and 3 are sections from ■ to ■ in FIG.
and ■-■ line sectional view, Figure 4 is a schematic diagram of a four-wheel drive vehicle,
Figure 5 is a sectional view corresponding to Figure 3 showing the operating state; Figure 6 is a sectional view corresponding to Figure 3;
The figure 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-disc clutch, 42...Blade, 43...Pressure chamber, 45...Friction blade, 48...Communication groove, 50...
・Communication groove.
Claims (1)
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
に軸方向に制限された隙間を前記作動ピストンの側方に
設け、この隙間に前記ハウジングと回転軸の何れか一方
に連結されるブレードを回転可能に収納して前記隙間を
複数の圧力室に区画し、これら圧力室に前記ブレードの
回転によって隙間内を強制移動される高粘度油を充填す
るとともに、前記ハウジング内に前記ブレードとの摩擦
作用により回転される摩擦ブレードを前記ハウジングに
対して所定角度だけ相対回転可能に設け、この摩擦ブレ
ードの一方の回転端位置においてのみ前記圧力室内の高
圧側と低圧側とを互いに連通する連通手段を設けてなる
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. and a rotating shaft rotatably supported by the housing, and a clearance limited in the axial direction is provided in the housing on the side of the actuating piston, and the housing and the rotating shaft are connected in this clearance. A blade connected to either one of the blades is rotatably housed to divide the gap into a plurality of pressure chambers, and these pressure chambers are filled with high viscosity oil that is forcibly moved within the gap by the rotation of the blade. A friction blade rotated by friction with the blade is provided in the housing so as to be rotatable relative to the housing by a predetermined angle, and only at one rotation end position of the friction blade is connected to the high pressure side in the pressure chamber. A driving force transmission device that is provided with a communication means that communicates between the low pressure side and the low pressure side.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4298088A JPH01220728A (en) | 1988-02-25 | 1988-02-25 | Drive force transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4298088A JPH01220728A (en) | 1988-02-25 | 1988-02-25 | Drive force transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01220728A true JPH01220728A (en) | 1989-09-04 |
Family
ID=12651183
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4298088A Pending JPH01220728A (en) | 1988-02-25 | 1988-02-25 | Drive force transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01220728A (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5556350A (en) * | 1993-08-31 | 1996-09-17 | Gkn Viscodrive Gmbh | Differential drive |
| US5556343A (en) * | 1993-12-17 | 1996-09-17 | Gkn Automotive Ag | Method and device for controlling a coupling |
| US5616096A (en) * | 1994-08-18 | 1997-04-01 | Viscodrive Japan Ltd. | Differential gear unit |
| US5632185A (en) * | 1994-12-10 | 1997-05-27 | Gkn Viscodrive Gmbh | Axle drive for distributing torque |
| US5634507A (en) * | 1994-10-11 | 1997-06-03 | Gkn Viscodrive Gmbh | Driving device for vertically movable shutters |
| US5637050A (en) * | 1995-02-22 | 1997-06-10 | Gkn Viscodrive Gmbh | Differential drive with locking effect |
| US5658214A (en) * | 1995-02-10 | 1997-08-19 | Gkn Viscodrive Gmbh | Differential drive |
| US5662196A (en) * | 1994-06-01 | 1997-09-02 | Gkn Viscodrive Gmbh | Viscous coupling having a toothed hub used as carrier for the inner plates |
| US5690201A (en) * | 1995-02-21 | 1997-11-25 | Gkn Viscodrive Gmbh | Method and device for controlling a coupling |
| US5706923A (en) * | 1993-08-17 | 1998-01-13 | Gkn Automotive Ag | Method of and device for controlling a coupling |
| US5890573A (en) * | 1995-12-21 | 1999-04-06 | Gkn Viscodrive Gmbh | Coupling unit having at least one viscous coupling and one friction coupling |
| US6123134A (en) * | 1999-04-07 | 2000-09-26 | Clopay Building Products Company, Inc. | Method and apparatus for regulating the closing speed of a rolling fire door |
-
1988
- 1988-02-25 JP JP4298088A patent/JPH01220728A/en active Pending
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5706923A (en) * | 1993-08-17 | 1998-01-13 | Gkn Automotive Ag | Method of and device for controlling a coupling |
| US5556350A (en) * | 1993-08-31 | 1996-09-17 | Gkn Viscodrive Gmbh | Differential drive |
| US5556343A (en) * | 1993-12-17 | 1996-09-17 | Gkn Automotive Ag | Method and device for controlling a coupling |
| US5935036A (en) * | 1993-12-17 | 1999-08-10 | Gkn Automotive Ag | Method and device for controlling a coupling |
| US5791446A (en) * | 1994-06-01 | 1998-08-11 | Gkn Viscodrive Gmbh | Viscous coupling having a toothed hub used as a carrier for the inner |
| US5662196A (en) * | 1994-06-01 | 1997-09-02 | Gkn Viscodrive Gmbh | Viscous coupling having a toothed hub used as carrier for the inner plates |
| US5616096A (en) * | 1994-08-18 | 1997-04-01 | Viscodrive Japan Ltd. | Differential gear unit |
| US5634507A (en) * | 1994-10-11 | 1997-06-03 | Gkn Viscodrive Gmbh | Driving device for vertically movable shutters |
| US5632185A (en) * | 1994-12-10 | 1997-05-27 | Gkn Viscodrive Gmbh | Axle drive for distributing torque |
| US5658214A (en) * | 1995-02-10 | 1997-08-19 | Gkn Viscodrive Gmbh | Differential drive |
| US5690201A (en) * | 1995-02-21 | 1997-11-25 | Gkn Viscodrive Gmbh | Method and device for controlling a coupling |
| US5637050A (en) * | 1995-02-22 | 1997-06-10 | Gkn Viscodrive Gmbh | Differential drive with locking effect |
| US5890573A (en) * | 1995-12-21 | 1999-04-06 | Gkn Viscodrive Gmbh | Coupling unit having at least one viscous coupling and one friction coupling |
| US6123134A (en) * | 1999-04-07 | 2000-09-26 | Clopay Building Products Company, Inc. | Method and apparatus for regulating the closing speed of a rolling fire door |
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