JPH02134423A - Power transmission - Google Patents
Power transmissionInfo
- Publication number
- JPH02134423A JPH02134423A JP28582388A JP28582388A JPH02134423A JP H02134423 A JPH02134423 A JP H02134423A JP 28582388 A JP28582388 A JP 28582388A JP 28582388 A JP28582388 A JP 28582388A JP H02134423 A JPH02134423 A JP H02134423A
- Authority
- JP
- Japan
- Prior art keywords
- rotating member
- rotating
- centrifugal clutch
- rotating members
- power transmission
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims description 26
- 239000012530 fluid Substances 0.000 claims abstract description 9
- 229920002545 silicone oil Polymers 0.000 abstract description 7
- 238000010008 shearing Methods 0.000 abstract description 5
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000002834 transmittance Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 1
- 230000004043 responsiveness Effects 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)
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、この第１．２抵抗板はそれぞれ第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.
Resistance plates are housed, and the 1st and 2nd resistance plates are each connected to the 1st
．． It is attached to two rotating members.
前輪が路面１ｍ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。When the front wheels slip on a rough road with a low friction coefficient of 1 meter, a large rotational speed difference occurs between the front wheels and the 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剪断力がトルク
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 shearing 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.
一方、車庫入れ等のように低速でハンドルを大きく切る
ときには、前輪駆動軸と後輪駆動軸との問、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環条の発生を防止して
いる。On the other hand, when turning the steering wheel sharply at low speeds, such as when parking in a garage, there will be a difference in rotational speed between the front and rear drive shafts, as well as between the left and right wheels, but this difference in rotational speed is small. This is absorbed by the viscous coupling to prevent the occurrence of so-called tight corner braking rings.
（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、車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差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 conventional power transmission devices, the rotational speed difference that occurs between the front wheel drive shaft and the rear wheel drive shaft at low speed and large steering such as when parking, 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、車両にア
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、ＡＢＳは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, when a vehicle is equipped with an anti-lock braking system (ABS), if the front wheels lock when the brakes are applied, the relative rotation is further restricted and the front wheel drive shaft and rear wheel drive shaft are directly connected. This caused the rear wheels to lock up, causing the ABS to not operate properly.
［発明の構成〕
（課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
、同一軸線上に配設された第１回転部材および第２回転
部材と、この第１回転部材および第２回転部材と相対回
転可能に配設された第３回転部材と、この第３回転部材
と第１回転部材および第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、この作動室に収納され
第１回転部材および第２回転部材と第３回転部材とにそ
れぞれ交互に係合された第１抵抗板および第２抵抗板と
を備えた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
ラッチによって第１回転部材および第２回転部材と第３
回転部材との絶対回転速度が低速のときにのみ第１回転
部材と第２回転部材を接続し、この絶対回転速度が高速
のときには第１回転部材と第２回転部材とを切離するよ
うにした構成とするものである。[Structure of the Invention] (Means for Solving the Problems) In order to solve such problems, the present invention includes a first rotating member and a second rotating member arranged on the same axis, A third rotating member is arranged to be rotatable relative to the first rotating member and the second rotating member, and a third rotating member is defined by the third rotating member, the first rotating member, and the second rotating member, and a viscous fluid is sealed therein. A power transmission device comprising: a working chamber; and a first resistance plate and a second resistance plate which are housed in the working chamber and are alternately engaged with a first rotating member, a second rotating member, and a third rotating member, respectively. A centrifugal clutch is interposed between the first rotating member and the second rotating member, and the centrifugal clutch connects the first rotating member, the second rotating member, and the third rotating member.
The first rotating member and the second rotating member are connected only when the absolute rotational speed with the rotating member is low, and the first rotating member and the second rotating member are disconnected when the absolute rotational speed is high. The structure is as follows.
（作用）
絶対回転速度が低速のとき、遠心クラッチによって第１
回転部材と第２回転部材とは接続される。このため、作
動室内の粘性流体は第１．２回転部材と第３回転部材と
によって剪断され、第１゜２回転部材と第３回転部月と
の間でトルクが伝達される。したがって第１回転部材と
第３回転部材との間のトルクの伝達性は向上する。(Function) When the absolute rotational speed is low, the centrifugal clutch
The rotating member and the second rotating member are connected. Therefore, the viscous fluid in the working chamber is sheared by the 1.2 rotation member and the third rotation member, and torque is transmitted between the 1.2 rotation member and the third rotation member. Therefore, the transmittance of torque between the first rotating member and the third rotating member is improved.
また、絶対回転速度が高速のとき、遠心クラッチによっ
て第１回転部林と第２回転部材とを切離する。このため
、第１回転部材と第３回転部材との相対回転は許容され
る。Further, when the absolute rotational speed is high, the first rotating portion and the second rotating member are separated by the centrifugal clutch. Therefore, relative rotation between the first rotating member and the third rotating member is allowed.
（実施例） 以下、この発明を図面に基づいて説明する。(Example) The present invention will be explained below based on the drawings.
第１図ないし第３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 3 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。トランスファ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
置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により前車軸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. The transfer 3 transmits the transmitted torque to a front differential 4 housed therein, and also to a rear differential 9 via a power transmission device 5 and a propeller shaft 6. The transmitted torque is transferred 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.
ここで動力伝達装置５を第２図に示して説明する。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？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３回転部材である。第３回
転部材１２内には略中空軸状の第１回転部材１３と、こ
の第１回覧部材１３と同軸かつ直列に略中空軸状の第２
回転部材１４とが配設されている。第１．２回転部材１
３．１４と第３回転部材１２とによって作動室１５が画
成され、この作動室１５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３＠鮎部材１２に取り
付けられた略円板状の第１抵抗板１６と、第１．２回転
部材１３．１４に取り付けられた略円板状の第２抵抗板
１７ａ、１７ｂとが収装されている。Here, the power transmission device 5 will be explained with reference to FIG. 12
Is the engine torque equal to transmission 2? 3, and is a case-shaped third rotating member connected to the drive shaft 3a of the transfer 3. Inside the third rotating member 12, there is a first rotating member 13 having a substantially hollow shaft shape, and a second rotating member having a substantially hollow shaft shape coaxially and in series with the first circulating member 13.
A rotating member 14 is provided. 1.2 rotating member 1
3.14 and the third rotating member 12 define a working chamber 15, and this working chamber 15 is filled with silicone oil as a viscous fluid, and a substantially circular plate attached to the third @Ayu member 12. A first resistance plate 16 in the shape of a shape, and second resistance plates 17a and 17b in the shape of approximately disks attached to the first and second rotating members 13.14 are housed.
ここで第１回転部材１３は駆動軸１３ａを有し、この駆
動軸１３ａはプロペラシャフト６と連結されており、ま
た第２回転部材１４は後述の遠心クラッチを介して第１
回転部材１３と接続可能である。第２回転部材１４はケ
ース状の第３回転部材１２から外方へ延設され、略断面
コの字形のフランジ部１４ａを有している。また、フラ
ンジ部１４ａを覆う形で断面路コの字形状の連動部材１
３ｂが、第１回転部材１３の駆動軸１３ａに固着されて
いる。このため、連動部材１３ｂも第１回転部材１３と
みなすことができる。Here, the first rotating member 13 has a drive shaft 13a, and this drive shaft 13a is connected to the propeller shaft 6, and the second rotating member 14 is connected to the first rotating member via a centrifugal clutch, which will be described later.
It can be connected to the rotating member 13. The second rotating member 14 extends outward from the case-shaped third rotating member 12, and has a flange portion 14a having a substantially U-shaped cross section. Also, an interlocking member 1 having a U-shaped cross section covers the flange portion 14a.
3b is fixed to the drive shaft 13a of the first rotating member 13. Therefore, the interlocking member 13b can also be considered as the first rotating member 13.
連動部材１３ｂと第２回転部材１４のフランジ部１４ａ
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１３１）にはビン１
９を介してクラッチ部材２０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にはフランジ部１４ａの外周面１４
ｔｌとＦＪＩＪ接触可能な１ｍ擦面２０ａが設けられ、
クラッチ部材２０と連動部材１３ｂとの間に介装された
スプリング２１の付勢力によって、摩擦面２０ａはフラ
ンジ部１４ａの外周面１４ｂと摩擦接触する。Interlocking member 13b and flange portion 14a of second rotating member 14
As shown in FIG. 3, a centrifugal clutch 18 is interposed between the two. That is, the interlocking member 131) has the bin 1
A clutch member 20 is attached via a pin 9, and this clutch member 20 can swing around the bin 19. The clutch member 20 has an outer circumferential surface 14 of a flange portion 14a.
A 1m friction surface 20a that can contact the tl and FJIJ is provided,
Due to the urging force of a spring 21 interposed between the clutch member 20 and the interlocking member 13b, the friction surface 20a comes into frictional contact with the outer peripheral surface 14b of the flange portion 14a.
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、Ｉ輸はつれ回る形となって前輸駆肋車として走
行する。すなわち、第３回転部材１２と第１．２回転部
材１３．１４とは略同時に高速で回転する。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 side, and the I transfer rotates in tandem. It runs as a front-wheel drive vehicle. That is, the third rotating member 12 and the first and second rotating members 13.14 rotate at high speed substantially simultaneously.
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１
つを中心に外周側へ回動し、摩擦面２０ａはフランジ部
１４ａの外周面１４ｂから離隔して、遠心クラッチ１８
は切離される。寸なわら、第２回転部材１４は第１回転
部材１３の駆動１Ｎ１１３ａとは切離されている。した
がって、トランスファ３の駆動軸とプロペラシャフト６
との間に回転数差が生じても、第２回転部材１４はシリ
コンオイルを介して第３回転部材１２と一体回転し、第
３回転部材１２の第１抵抗板１６と第２回転部材１３の
第２抵抗板１７ａのみがシリコンオイルの剪断抵抗を受
ける。この結果、前輪駆動軸７ａ、７ｂと後輪駆動Ｍ１
０ａ、１０ｂとは強固に連結されてはいず、前輪８ａ
、 ８ｂと後輪１１ａ、Ｉｌｂ間に回転数差が生じても
、この動力伝達袋［５によって吸収可能である。そこで
、車両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Ｂａ。Therefore, the clutch member 20 of the centrifugal clutch 18 resists the biasing force of the spring 21 due to this centrifugal force, and
The friction surface 20a is separated from the outer peripheral surface 14b of the flange portion 14a, and the centrifugal clutch 18
is separated. However, the second rotating member 14 is separated from the drive 1N 113a of the first rotating member 13. Therefore, the drive shaft of the transfer 3 and the propeller shaft 6
Even if a rotation speed difference occurs between the second rotating member 14 and the third rotating member 12 through silicone oil, the second rotating member 14 rotates integrally with the third rotating member 12, and the first resistance plate 16 of the third rotating member 12 and the second rotating member 13 Only the second resistance plate 17a receives the shear resistance of the silicone oil. As a result, the front wheel drive shafts 7a, 7b and the rear wheel drive shaft M1
0a and 10b are not firmly connected, and the front wheel 8a
, 8b and the rear wheels 11a and Ilb, it can be absorbed by the power transmission bag [5. Therefore, the vehicle is equipped with an anti-lock braking system (ABS).
If equipped, the front wheel Ba will be activated when the brake is 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 the front wheel drive shafts 8b lock, the front wheel drive shafts 7a, 7b and the rear wheel drive shafts 10a, 10b are not firmly connected, so 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 、８ｂ
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 road friction coefficient (when the absolute rotational speed is low), the front wheels 8a and 8b
When the front wheel drive shaft 7a slips, the front wheel drive shaft 7a.
７ｂと連結する第３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 third rotating member 12 connected to the third rotary member 12 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がエンジン側回転数（？ｙ
ｉ輪駆初軸７ａ 、 ７ｂ ）より少なく回転している
ので、後輪駆動軸１０ａ。Here, the rear wheels 11a and 11b are at the engine side rotation speed (?y
The rear wheel drive shaft 10a rotates less than the i-wheel drive initial shaft 7a, 7b).
１０ｂと連結する第１回転部材１３は第３回転部材１２
より少なく回転する。このため、前輪駆動軸７ａ、７ｂ
と後輪駆動軸１０ａ、１０ｂとの間、すなわち第３回転
部材１２と第１回転部材１３との間には回転数差が生じ
る。したがって、第３回転部材１２の第１抵抗板１６と
第１回転部材１３の第２抵抗板１７ａとによってシリコ
ンオイルは剪断され、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 first rotating member 13 connected to the third rotating member 12
Rotate less. For this reason, the front wheel drive shafts 7a, 7b
A difference in rotational speed occurs between the rear wheel drive shafts 10a and 10b, that is, between the third rotating member 12 and the first rotating member 13. Therefore, the silicone oil is sheared by the first resistance plate 16 of the third rotating member 12 and the second resistance plate 17a of the first rotating member 13, and the shearing force at this time is applied as torque to the rear wheel drive shafts 10a, 10b. The signal is transmitted to the wheels 11a and 11b.
ここで、第３回転部材１２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摩
擦面２０ａがフランジ部１３ａの外周面１３ｂと摩擦接
触し、遠心クラッチ１８によって第３回転部材１２と第
２回転部材１４とは接続される。そこで、第１回転部材
１３の第２抵抗板１７ａに加えて第２回転部材１４の抵
抗板１７ｂと、第３回転部材１２の第１抵抗板１６とに
よってもシリコンオイルは剪断される。したがって、こ
のときの剪断力をもトルクとして後輪駆動軸１Ｑａ、１
０ｔｌから後輪１１ａ。Here, since the rotational speed of the third rotating member 12 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 friction surface 20a of the clutch member 20 comes into frictional contact with the outer peripheral surface 13b of the flange portion 13a due to the biasing force of the spring 21, and the third rotating member 12 and the second rotating member 14 are connected by the centrifugal clutch 18. . Therefore, in addition to the second resistance plate 17a of the first rotation member 13, the silicone oil is sheared by the resistance plate 17b of the second rotation member 14 and the first resistance plate 16 of the third rotation member 12. Therefore, the shearing force at this time is also used as torque for the rear wheel drive shafts 1Qa, 1
From 0tl to rear wheel 11a.
１１ｂへ伝達される。11b.
その結果、後輪１１ａ、１１ｂが車両を押し出して前輪
８ａ、３ｂ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, 11b push the vehicle out, causing the front wheels 8a, 3b to quickly escape from the slipping state.
一方、車庫入れ等のときには、前輪駆動軸７ａ。On the other hand, when parking in a garage, 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、この動力伝達装置５によって第３回
転部材１２と第１．２回転部材１３゜１４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 power transmission device 5 absorbs the rotational speed difference between the third rotating member 12 and the first and second rotating members 13.degree. 14, thereby preventing 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
心クラッチによって第１，２回転部材と第３回転部材と
の絶対回転速度が低速のときにのみ第１回転部材と第２
回戦部材を接続し、絶対回転速度が高速のときには第１
回転部材と第２回転部材とを切離するようにしたので、
第１゜２回転部材と第３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、ｊ！！擦係数の高
い方の車輪に大きなトルクを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量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、車両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、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 connects the first and second rotating members to the third rotating member. The first rotating member and the second rotating member are connected only when the absolute rotational speed with the rotating member is low.
Connect the rotating members, and when the absolute rotation speed is high, the first
Since the rotating member and the second rotating member are separated,
The torque transmittance between the first and second rotating members and the third rotating member is improved. Therefore, when this power transmission device is installed in the power transmission path of a four-wheel drive vehicle, j! ! Large torque can be quickly transmitted to the wheel with a higher coefficient of friction. That is, it is possible to improve the responsiveness of torque transmission to wheels with a high friction coefficient and the amount of transmitted torque. As a result, the vehicle can be quickly released from a slipping state. Additionally, if your vehicle is equipped with an anti-lock braking system (ABS), even if the front wheels lock up, the rear wheels will not lock up either.
ABS works properly.
第１図ないし第３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図は第２
図における■−■線矢視図である。
５・・・動力伝達装置
１２・・・第１回転部材 １３・・・第２回転部材１
４・・・作動室 １８・・・遠心クラッチ５・
・・動力伝達装置
１２・・・第１回転部材
１４・・・作動？
１３・・・第２回転Ｉｉｌ材
１８・・・遠心クラッチ
第１図1 to 3 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;
Figure 2 is a schematic sectional view of this power transmission device, and Figure 3 is a schematic cross-sectional view of this power transmission device.
It is a view taken along the line ■-■ in the figure. 5... Power transmission device 12... First rotating member 13... Second rotating member 1
4... Working chamber 18... Centrifugal clutch 5.
...Power transmission device 12...first rotating member 14...operation? 13...Second rotation Iil material 18...Centrifugal clutch Fig. 1
Claims (1)
材と、この第１回転部材および第２回転部材と相対回転
可能に配設された第３回転部材と、この第３回転部材と
第１回転部材および第２回転部材とによつて画成され粘
性流体が封入された作動室と、この作動室に収納され第
１回転部材および第２回転部材と第３回転部材とにそれ
ぞれ交互に係合された第１抵抗板および第２抵抗板とを
備えた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
ッチによつて第１回転部材および第２回転部材と第３回
転部材との絶対回転速度が低速のときにのみ第１回転部
材と第２回転部材を接続し、この絶対回転速度が高速の
ときには第１回転部材と第２回転部材とを切離するよう
にしたことを特徴とする動力伝達装置。A first rotating member and a second rotating member arranged on the same axis, a third rotating member arranged so as to be relatively rotatable with the first rotating member and the second rotating member, and the third rotating member A working chamber defined by a first rotating member and a second rotating member and filled with a viscous fluid; A power transmission device comprising a first resistance plate and a second resistance plate engaged with the first rotating member and the second resistance plate.
A centrifugal clutch is interposed between the first rotating member and the third rotating member, and the centrifugal clutch connects the first rotating member and the third rotating member only when the absolute rotational speeds of the first rotating member, the second rotating member, and the third rotating member are low. A power transmission device characterized in that two rotating members are connected, and the first rotating member and the second rotating member are separated when the absolute rotational speed is high.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28582388A JPH02134423A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28582388A JPH02134423A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02134423A true JPH02134423A (en) | 1990-05-23 |
| JPH0581771B2 JPH0581771B2 (en) | 1993-11-16 |
Family
ID=17696547
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28582388A Granted JPH02134423A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02134423A (en) |
-
1988
- 1988-11-14 JP JP28582388A patent/JPH02134423A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0581771B2 (en) | 1993-11-16 |
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