JPH02134422A - Power transmission - Google Patents
Power transmissionInfo
- Publication number
- JPH02134422A JPH02134422A JP28582188A JP28582188A JPH02134422A JP H02134422 A JPH02134422 A JP H02134422A JP 28582188 A JP28582188 A JP 28582188A JP 28582188 A JP28582188 A JP 28582188A JP H02134422 A JPH02134422 A JP H02134422A
- Authority
- JP
- Japan
- Prior art keywords
- rotating member
- speed
- torque
- rotating
- clutch
- 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 28
- 239000012530 fluid Substances 0.000 claims abstract description 12
- 238000010008 shearing Methods 0.000 abstract description 2
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 1
- 229920002545 silicone oil Polymers 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D35/00—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion
- F16D35/005—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion with multiple lamellae
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の目的〕
（産業上の利用分野）
この発明は、車両等の動力伝達系に組み込まれ、粘性流
体を利用した動力伝達装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a power transmission device that is incorporated into a power transmission system of a vehicle or the like and utilizes viscous fluid.
（従来の技術）
従来の動力伝達装置としては、例えばフロントエンジン
フロントドライブ（ＦＦ）ベースの四輪駆動車のトラン
スファとプロペラシャフトとの間に介設されたビスカス
カップリングがある。このビスカスカップリングはトラ
ンスファの駆動軸に連結された第１回転部材と、プロペ
ラシャフトに連結された第２回転部材と、この第１．２
回転部材によって画成され粘性流体が充填された作動室
等からなっている。作動室には、第１抵抗板および第２
抵抗板が収装され、口の第１，２低抗板はそれぞれ第１
．２回転部材に取り付けられている。(Prior Art) As a conventional power transmission device, for example, there is a viscous coupling interposed between a transfer and a propeller shaft of a front engine, front drive (FF) based four-wheel drive vehicle. This viscous coupling includes a first rotating member connected to the drive shaft of the transfer, a second rotating member connected to the propeller shaft, and the first rotating member connected to the propeller shaft.
It consists of a working chamber defined by a rotating member and filled with viscous fluid. The working chamber includes a first resistance plate and a second resistance plate.
A resistance plate is housed, and the first and second low resistance plates at the mouth are the first and second resistance plates, respectively.
．． It is attached to two rotating members.
前輪が路面Ｉ！擦係数の低い悪路でスリップすると、前
輪と後輪の間には大きな回転数差が生じる。The front wheels are on the road! When a vehicle slips on a rough road with a low coefficient of friction, a large difference in rotational speed occurs between the front and rear wheels.
このため、第１抵抗板と第２抵抗板は相対回転して粘性
流体を剪断する。このときの粘性流体の明所力がトルク
として後輪へ伝達され、この後輪によって車両を押し出
してスリップ状態から脱出している。Therefore, the first resistance plate and the second resistance plate rotate relative to each other to shear the viscous fluid. The photopic force of the viscous fluid at this time is transmitted as torque to the rear wheels, which push the vehicle out of the slip state.
方、車庫入れ等のように低速て゛ハンドルを大きく切る
ときには、前輪駆ｉｌｌ軸と後輪駆動軸との間、また左
右輪の間には回転数差が生じるが、この回転数差は小さ
いのでこのビスカスカップリングによって吸収させて、
いわゆるタイトコーナーブレーキング現象の発生を防止
している。On the other hand, when turning the steering wheel sharply at low speeds, such as when parking the vehicle, there will be a difference in rotational speed between the front wheel drive shaft and rear wheel drive shaft, as well as between the left and right wheels, but this difference in rotational speed is small. Absorbed through this viscous coupling,
This prevents the so-called tight corner braking phenomenon from occurring.
（発明が解決しようとする課題）
しかしながら、このような従来の動力伝達装置にあって
は、１１庫入れ等のように低速、大操舵時に前輪駆動軸
と後輪駆動軸の間に生じる回転数は吸収できるものの、
悪路を低速走行中に前輪または後輪がスタックしたとき
には、第１回転部材と第２回転部材との間で伝達される
トルクが小さいために、迅速にスタックから脱出できな
いという課題があった。(Problem to be Solved by the Invention) However, in such a conventional power transmission device, the number of rotations generated between the front wheel drive shaft and the rear wheel drive shaft during low speed and large steering such as during 11 storage, etc. Although it can be absorbed,
When a front wheel or a rear wheel gets stuck while driving at low speed on a rough road, there is a problem in that the vehicle cannot quickly escape from the stuck state because the torque transmitted between the first rotating member and the second rotating member is small.
そこで、スタックから迅速に脱出するために、第１回転
部材と第２回転部材との相対回転を他の制限手段によっ
てさらに制限すればよいことになる。しかし、後輪側に
アンチロックブレーキングシステム（Ａ、 Ｂ Ｓ ）
を装備した場合には、ブレーキ作動時に前輪がロックす
ると、前記相対回転をさらに制限することにより、前輪
駆動軸と後輪駆動軸とが直結状態となって後輪をもロッ
クさせてしまい、Ａ Ｂ Ｓ ｊ、を適正に作動しない
という課題があった。Therefore, in order to quickly escape from the stack, the relative rotation between the first rotating member and the second rotating member may be further limited by other limiting means. However, there is an anti-lock braking system (A, B S) on the rear wheel side.
If the front wheels lock when the brakes are applied, the front wheel drive shaft and rear wheel drive shaft will be directly connected by further restricting the relative rotation, causing the rear wheels to lock as well. There was a problem that the B S j did not operate properly.
［発明の構成］
（１題を解決するための手段）
このような課題を解決するために、この発明にあっては
、相対回転可能に配設された第１回転部材および第２回
転部材と、この第１回転部材と第２回転部材とによって
画成され粘性流体が封入された作動室とを備え、この粘
性流体が第１回転部月と第２回転部材との相対回転によ
って剪断されると、第１回転部材と第２回転部材との間
でトルクを伝達する動力伝達装置において、前記第１回
転部材と第２回転部材との間に遠心クラッチを介設し、
この遠心クラッチは絶対回転速度が低速のときにのみ前
記相対回転を制限し、絶対回転速度が高速のときには前
記相対回転を制限しないようにした構成とするものであ
る。[Structure of the invention] (Means for solving one problem) In order to solve such a problem, the present invention includes a first rotating member and a second rotating member that are arranged to be relatively rotatable. , a working chamber defined by the first rotating member and the second rotating member and filled with a viscous fluid, the viscous fluid being sheared by the relative rotation between the first rotating member and the second rotating member. In a power transmission device that transmits torque between a first rotating member and a second rotating member, a centrifugal clutch is interposed between the first rotating member and the second rotating member,
This centrifugal clutch is configured to limit the relative rotation only when the absolute rotational speed is low, and not to limit the relative rotation when the absolute rotational speed is high.
く作用）
第１回転部材と第２回転部材が相対回転すると、粘性流
体は剪断され、第１回転部材と第２回転部材間でトルク
が伝達される。絶対回転速度が低速のときには遠心クラ
ッチによっても、第１回転部材と第２回転部材の相対回
転を制限するので、第１回転部材と第２回転部材間のト
ルクの伝達性は向上する。When the first rotating member and the second rotating member rotate relative to each other, the viscous fluid is sheared and torque is transmitted between the first rotating member and the second rotating member. When the absolute rotational speed is low, the centrifugal clutch also limits the relative rotation between the first and second rotating members, so that torque transmission between the first and second rotating members is improved.
また、絶対回転速度が高速のときには、遠心クラッチに
よっては前記相対回転を制限しないようにしたので、第
１回転部材と第２回転部材間の相対回転は許容される。Further, when the absolute rotational speed is high, the relative rotation is not limited by the centrifugal clutch, so the relative rotation between the first rotating member and the second rotating member is allowed.
（実ｍ例） 以下、この発明を図面に基づいて説明する。(actual example) The present invention will be explained below based on the drawings.
第１図ないし第４図はこの発明に係る動力伝達装置の一
実施例を示す図である。この実施例はＦＦベースの四輪
駆動車の前輪駆動軸と後輪駆動軸との間にセンターデフ
として介設した例である。1 to 4 are diagrams showing an embodiment of a power transmission device according to the present invention. This embodiment is an example in which the center differential is interposed between the front wheel drive shaft and the rear wheel drive shaft of an FF-based four-wheel drive vehicle.
まず、構成を説明する。First, the configuration will be explained.
第１図において、横置きのエンジン１のトルクはトラン
スミッション２により変速されてトランスファ３に伝達
される。トランスフ？３は伝達されたトルクをその内部
に収納したフロントデフ４に伝達する一方、動力伝達装
［５、プロペラシャフト６を介してリヤデフ９に伝達す
る。伝達されたトルクはフロントデフ４により館車軸７
ａ、７ｂを介して左右の前輪８ａ 、８ｂに差動分配さ
れ、リヤデフ９により後車軸１０ａ、１０ｂを介して左
右の後輪１１ａ、１１ｂに差動分配される。In FIG. 1, the torque of a horizontally placed engine 1 is shifted by a transmission 2 and transmitted to a transfer 3. As shown in FIG. Transf? 3 transmits the transmitted torque to a front differential 4 housed therein, and transmits the torque to a rear differential 9 via a power transmission device [5 and a propeller shaft 6]. The transmitted torque is transmitted to the front axle 7 by the front differential 4.
a, 7b to the left and right front wheels 8a, 8b, and a rear differential 9 differentially distributes the power to the left and right rear wheels 11a, 11b via the rear axles 10a, 10b.
ここで動力伝遠装ｆｆｆ５を第２図に示して説明する。Here, the power transmission device fff5 will be explained with reference to FIG. 2.
１２はエンジンのトルクがトランスミッション２、トラ
ンスファ３を介して伝達され、このトランスファ３の駆
動軸３ａと連結するケース状の第１回転部材である。第
１回転部材１２には輪状の第２回転部材１３が挿通され
るとともに相対回転可能に配設され、この第２回転部材
１３はプロペラシャフト６と連結している。第１回転部
材１２と第２回転部材１３とによって作動室１４が画成
され、作動室１４内には粘性流体としてのシリコンオイ
ルが充填されるとともに、第１回転部材１２に取り付け
られた略円板状の第１抵抗板１５と、第２回転部材１３
に取り付けられた略円板状の第２抵抗板１６とが収装さ
れている。また、第２図中作動室１４より右側の第２回
転部材１３には、全体が断面路コ字型であって第１回転
部材１２を覆う形状の連動部材１７が固着されている。Reference numeral 12 designates a case-shaped first rotating member to which engine torque is transmitted via the transmission 2 and transfer 3, and which is connected to the drive shaft 3a of the transfer 3. A ring-shaped second rotating member 13 is inserted through the first rotating member 12 and is arranged to be relatively rotatable, and the second rotating member 13 is connected to the propeller shaft 6 . A working chamber 14 is defined by the first rotating member 12 and the second rotating member 13, and the working chamber 14 is filled with silicone oil as a viscous fluid. A plate-shaped first resistance plate 15 and a second rotating member 13
A substantially disc-shaped second resistance plate 16 attached to is housed therein. Further, an interlocking member 17 having a U-shaped cross section as a whole and having a shape that covers the first rotating member 12 is fixed to the second rotating member 13 on the right side of the working chamber 14 in FIG.
このため、連動部材１７も第２回転部材１３とみなすこ
とができる。Therefore, the interlocking member 17 can also be considered as the second rotating member 13.
連動部材１７と第１回転部材１２との間には第３図に示
すように、遠心クラッチ１８が介設されている。すなわ
ち、連動部材１７にはビン１つを介してクラッチ部材２
０が取り付けられており、このクラッチ部材２０はビン
１９を中心に揺動可能である。クラッチ部材２０には第
１回転部材１２の外周面１２ａと摩擦接触可能な摩擦面
２０ａが設けられ、クラッチ部材２０と連動部材１７と
の間に介装されたスプリング２１の付勢力によって、Ｓ
擦面２０ａは第１回転部材１２の外周面１２ａと摩擦接
触する。A centrifugal clutch 18 is interposed between the interlocking member 17 and the first rotating member 12, as shown in FIG. That is, the clutch member 2 is connected to the interlocking member 17 through one bottle.
0 is attached, and this clutch member 20 can swing around the bin 19. The clutch member 20 is provided with a friction surface 20a that can make frictional contact with the outer circumferential surface 12a of the first rotating member 12, and the biasing force of a spring 21 interposed between the clutch member 20 and the interlocking member 17 causes S
The rubbing surface 20a makes frictional contact with the outer circumferential surface 12a of the first rotating member 12.
次に作用を説明する。車両が舗装道路において高速走行
するとき（絶対回転速度が高速のとき）、エンジン１の
トルクはトランスミッション２から前輪駆動軸７ａ、７
ｂとトランスファ３へ伝達されるが、トランスファ３と
プロペラシャフト６の間に動力伝達装置５が設けである
ため、プロペラシャフト６側へはトルクがほとんど伝達
されず、後輪はつれ回る形となって前輪駆動車として走
行する。すなわち、第１回転部材１２と第２回転部材１
３とは略同時に高速で回転する。このため、遠心クラッ
チ１８のクラッチ部材２０はこの遠心力によってスプリ
ング２１の付勢力に抗してビン１９を中心に外周側へ回
動し、摩擦面２０ａは第１回転部材の外周面から離隔し
て、遠心クラッチ１８は切離される。したがって、前輪
駆動軸７ａ。Next, the effect will be explained. When the vehicle travels at high speed on a paved road (when the absolute rotational speed is high), the torque of the engine 1 is transferred from the transmission 2 to the front wheel drive shafts 7a, 7.
However, since the power transmission device 5 is provided between the transfer 3 and the propeller shaft 6, almost no torque is transmitted to the propeller shaft 6, causing the rear wheels to spin around. It runs as a front-wheel drive vehicle. That is, the first rotating member 12 and the second rotating member 1
3 and rotate at high speed almost simultaneously. Therefore, the clutch member 20 of the centrifugal clutch 18 rotates toward the outer circumference about the bottle 19 by this centrifugal force against the biasing force of the spring 21, and the friction surface 20a is separated from the outer circumferential surface of the first rotating member. Then, the centrifugal clutch 18 is disengaged. Therefore, the front wheel drive shaft 7a.
７ｂと後輪駆動軸１０ａ、１０ｂとは強固に連結されて
はいず、前輪８ａ 、８ｂと後輪１１ａ、１１ｂ間に回
転数差が生じても、この動力伝達装置５によって吸収可
能である。その結果、侵輸側にアンチロックブレーキン
グシステム（ＡＢＳ）を装備した場合には、ブレーキ作
動時に前輪８ａ。7b and the rear wheel drive shafts 10a, 10b are not firmly connected, and even if there is a rotation speed difference between the front wheels 8a, 8b and the rear wheels 11a, 11b, this power transmission device 5 can absorb it. As a result, if the invading side is equipped with an anti-lock braking system (ABS), the front wheel 8a will be damaged when the brakes are applied.
８ｂがロックしても前輪駆動軸７ａ、７ｂと後輪駆動軸
１０ａ、１０ｂとが強固に連結されていないので、後輪
１１．１１ｂまでもロックさせてしまうことがなく、Ａ
ＢＳは適正に作動する。Even if 8b locks, the front wheel drive shafts 7a, 7b and the rear wheel drive shafts 10a, 10b are not firmly connected, so even the rear wheels 11.11b will not be locked.
BS operates properly.
次に、車両が路面摩擦係数の小さな悪路を低速走行する
とき（絶対回転速度が低速のとき）、前輪８ａ 、 ８
ｂがスリップすると、前輪駆動軸７ａ。Next, when the vehicle travels at low speed on a rough road with a small coefficient of road friction (when the absolute rotational speed is low), the front wheels 8a, 8
b slips, the front wheel drive shaft 7a.
７ｂと連結する第１回転部材１２は、エンジン１から直
接駆動されるが前輪の抵抗が少なくなっているため、こ
の前輪に伝達されたトルクは小さくしか発揮されない。The first rotating member 12 connected to the engine 7b is directly driven by the engine 1, but since the resistance of the front wheels is low, only a small amount of torque is transmitted to the front wheels.
ここで、後輪１１ａ、１１ｂがエンジン但す回転数（前
輪駆動軸７ａ 、 ７ｂ ）より少なく回転しているの
で、後輪駆動軸１ｏａ。Here, since the rear wheels 11a and 11b are rotating less than the rotational speed of the engine (front wheel drive shafts 7a and 7b), the rear wheel drive shafts 1oa.
１０ｂと連結する第２回転部材１３は第１回転部材１２
より少なく回転する。このため、前輪駆動’Ｎ１７ａ、
７ｂと後輪駆動軸１０ａ、１０ｂとの間、すなわち第１
回転部材１２と第２回転部材１３との間には回転数差が
生じる。したがって、第１抵抗板１５と第２抵抗板１６
とによって粘性流体は剪断され、このときの剪断力がト
ルクとして後輪駆動軸１０ａ、１０ｂから後輪１１ａ、
１１ｂへ伝達される。The second rotating member 13 connected to the first rotating member 12
Rotate less. For this reason, front wheel drive 'N17a,
7b and the rear wheel drive shafts 10a, 10b, that is, the first
A difference in rotational speed occurs between the rotating member 12 and the second rotating member 13. Therefore, the first resistance plate 15 and the second resistance plate 16
The viscous fluid is sheared by this, and the shearing force at this time is applied as torque from the rear wheel drive shafts 10a, 10b to the rear wheels 11a,
11b.
ここで、第２回転部材１３の回転速度は低速であるので
、遠心クラッチ１８のクラッチ部材２０の遠心力よりも
スプリング２１の付勢力の方が大きい。このため、クラ
ッチ部材２０はスプリング２１の付勢力によってそのＳ
擦面２０ａが第１回転部材１２の外周面１２ａと摩擦接
触し、遠心クラッチ１８によって第１回転部材１２と第
２回転部材１３とは、回転数差があまり許容されずに接
続される。したがって、第１回転部材１２に伝達された
トルクは第２回転部材１３から後輪１１ａ。Here, since the rotational speed of the second rotating member 13 is low, the biasing force of the spring 21 is greater than the centrifugal force of the clutch member 20 of the centrifugal clutch 18. Therefore, the clutch member 20 is moved by the biasing force of the spring 21.
The friction surface 20a makes frictional contact with the outer circumferential surface 12a of the first rotating member 12, and the first rotating member 12 and the second rotating member 13 are connected by the centrifugal clutch 18 without allowing much difference in rotational speed. Therefore, the torque transmitted to the first rotating member 12 is transmitted from the second rotating member 13 to the rear wheel 11a.
１１ｂへと伝達される。11b.
そこで、第４図に示すように第２回転部材１３の車速に
近い絶対回転数をＮとし、第１回転部材１２と第２回転
部材１３間で伝達されるトルクを王とすると絶対回転数
Ｎが高いときく高速走行時）には、実線で示すようにト
ルク下は低いが、絶対回転数Ｎが低いとき（低速走行時
）には、トルク王は高くなっている。なお、二点鎖線は
遠心クラッチ１８のみが作動したときのトルク下を示し
、破線は作動型１４のみを作動したときのトルクＴを示
している。Therefore, as shown in FIG. 4, if the absolute rotational speed of the second rotating member 13 close to the vehicle speed is N, and the torque transmitted between the first rotating member 12 and the second rotating member 13 is expressed as a king, then the absolute rotational speed N When the absolute rotational speed N is high (during high-speed driving), the torque under is low, as shown by the solid line, but when the absolute rotational speed N is low (during low-speed driving), the torque peak is high. Note that the two-dot chain line indicates the torque under when only the centrifugal clutch 18 is operated, and the broken line indicates the torque T when only the actuation type 14 is operated.
その結果、後輪１１ａ、１１ｔ）が車両を押し出して前
輪８ａ 、８ｂをスリップしている状態から迅速に脱出
させる。As a result, the rear wheels 11a, 11t) push out the vehicle, causing the front wheels 8a, 8b to quickly escape from the slipping state.
一方、車渾入れ等のときには、前輪駆動軸７ａ。On the other hand, when parking the vehicle, etc., the front wheel drive shaft 7a.
７ｂと後輪駆動軸１０ａ、１０ｂとの間には回転数差が
生じる。このとき、遠心クラッチ１８は第１回転部材１
２と第２回転部材１３とを相対回転可能に接続はさせて
いるが直結させていない。したがって、この動力伝達装
置によって第１回転部材１２と第２回転部材１３の回転
数差は吸収され、タイトコーナーブレーキング現象の発
生は防止される。A difference in rotational speed occurs between the rear wheel drive shafts 7b and the rear wheel drive shafts 10a and 10b. At this time, the centrifugal clutch 18
2 and the second rotating member 13 are connected to be relatively rotatable, but not directly connected. Therefore, this power transmission device absorbs the difference in rotational speed between the first rotating member 12 and the second rotating member 13, and prevents the tight corner braking phenomenon from occurring.
［発明の効果］
以上説明したように、この発明によれば、第１回転部材
と第２回転部材との間に遠心クラッチを介装し、この遠
心クラッチは絶対回転速度が低速のときにのみ相対回転
を制限し、絶対回転速度が高速のときには相対回転を制
限しないようにしたので、第１回転部材と第２回転部材
間のトルクの伝達性は向上する。したがって、この動力
伝達装置を、四輪駆動車の動力伝達系路に設けた場合に
は、摩擦係数の高い方の車輪に大きなトルクが迅速に伝
達することができる。すなわち、トルクの摩擦係数の高
い車輪への伝達の応答性及び伝達トルクｍを向上させる
ことができる。その結果、車両がスリップしている状態
から迅速に脱出させることができる。また、アンチロッ
クブレーキングシステム＜ＡＢＳ＞を装備した場合には
、前輪がロックしても後輪までもロックさせてしまうこ
とがなく、ＡＢＳは適正に作動する。[Effects of the Invention] As explained above, according to the present invention, a centrifugal clutch is interposed between the first rotating member and the second rotating member, and the centrifugal clutch is activated only when the absolute rotational speed is low. Since the relative rotation is limited and the relative rotation is not limited when the absolute rotational speed is high, the torque transferability between the first rotating member and the second rotating member is improved. Therefore, when this power transmission device is installed in the power transmission path of a four-wheel drive vehicle, a large torque can be quickly transmitted to the wheel with a higher coefficient of friction. That is, the responsiveness of torque transmission to wheels with a high friction coefficient and the transmitted torque m can be improved. As a result, the vehicle can be quickly released from a slipping state. Furthermore, if the vehicle is equipped with an anti-lock braking system (ABS), even if the front wheels lock, the rear wheels will not lock either, and the ABS will operate properly.
第１図ないし第４図はこの発明に係る動力伝達装置の一
実施例を示す図であり、第１図はこの動力伝達装置がセ
ンターデフとして設けられた四輪駆動車の概略全体図、
第２図はこの動力伝達装置の概略断面図、第３図は遠心
クラッチの側面図、第４図は絶対回転数Ｎに対する第１
．２回転部材間の伝達トルクＴを示すグラフである。
５・・・動力伝達装置
１２・・・第１回転部材 １３・・・第２回転部材１
４・・・作動型 １８・・・遠心クラッチ５・
・・動力伝達装置
１２・・・第１回転部材
１３・・・第２回転部材
１４・・・作動型
代理人 弁理士 三 好 保 男
第１図1 to 4 are diagrams showing one embodiment of a power transmission device according to the present invention, and FIG. 1 is a schematic overall view of a four-wheel drive vehicle in which this power transmission device is provided as a center differential;
Fig. 2 is a schematic sectional view of this power transmission device, Fig. 3 is a side view of the centrifugal clutch, and Fig. 4 is a schematic sectional view of this power transmission device.
．． It is a graph showing the transmission torque T between two rotating members. 5... Power transmission device 12... First rotating member 13... Second rotating member 1
4... Actuation type 18... Centrifugal clutch 5.
...Power transmission device 12...First rotating member 13...Second rotating member 14... Actuation type agent Yasuo Miyoshi, patent attorney Figure 1
Claims (1)
転部材と、この第１回転部材と第２回転部材とによって
画成され粘性流体が封入された作動室とを備え、この粘
性流体が第１回転部材と第２回転部材との相対回転によ
って剪断されると、第１回転部材と第２回転部材との間
でトルクを伝達する動力伝達装置において、前記第１回
転部材と第２回転部材との間に遠心クラッチを介設し、
この遠心クラッチは絶対回転速度が低速のときにのみ前
記相対回転を制限し、絶対回転速度が高速のときには前
記相対回転を制限しないようにしたことを特徴とする動
力伝達装置。It includes a first rotating member and a second rotating member that are arranged to be relatively rotatable, and a working chamber defined by the first rotating member and the second rotating member and containing a viscous fluid. In a power transmission device that transmits torque between the first rotating member and the second rotating member when sheared by relative rotation between the first rotating member and the second rotating member, the first rotating member and the second rotating member A centrifugal clutch is interposed between the member and the
A power transmission device characterized in that the centrifugal clutch limits the relative rotation only when the absolute rotation speed is low, and does not limit the relative rotation when the absolute rotation speed is high.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28582188A JPH02134422A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28582188A JPH02134422A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02134422A true JPH02134422A (en) | 1990-05-23 |
Family
ID=17696521
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28582188A Pending JPH02134422A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02134422A (en) |
-
1988
- 1988-11-14 JP JP28582188A patent/JPH02134422A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0542653Y2 (en) | ||
| JPS61205517A (en) | For-wheel drive for automobile | |
| JPH0654133B2 (en) | Fluid friction clutch | |
| JPS63247124A (en) | Four-wheel drive vehicle employing viscosity coupling | |
| JP2555328B2 (en) | A device for interrupting power transmission to the rear wheels in a four-wheel drive vehicle | |
| KR20150051941A (en) | Locking differential having dampening communication spring | |
| JPH02134422A (en) | Power transmission | |
| JPS61191434A (en) | Driving device of vehicle | |
| JPH0523210B2 (en) | ||
| JPH0581771B2 (en) | ||
| JPS61207221A (en) | For-wheel drive for automobile | |
| JPH09202152A (en) | Rotation transmission device of four wheel drive | |
| JPH09123777A (en) | Power transmission of four wheel drive vehicle | |
| JPH0319617Y2 (en) | ||
| JP2503734B2 (en) | Drive force transmission device for four-wheel drive vehicle | |
| KR20230028173A (en) | Apparatus for controlling power transmission of vehicle | |
| JPH0238140A (en) | Power transmission | |
| JPH034833Y2 (en) | ||
| JPH0626939B2 (en) | Drive force transmission / intermittent device for four-wheel drive vehicles | |
| JP2003322178A (en) | Driving force distributing device | |
| JPH02203025A (en) | Power transmission device | |
| JPS63240431A (en) | Four-wheel-drive vehicle | |
| JPS60241532A (en) | Power transmitting apparatus | |
| KR100364221B1 (en) | Torque bias limited slip differential | |
| JPH01158232A (en) | Viscous coupling |