JPH0257725A - Power transmission - Google Patents

Power transmission

Info

Publication number
JPH0257725A
JPH0257725A JP63202794A JP20279488A JPH0257725A JP H0257725 A JPH0257725 A JP H0257725A JP 63202794 A JP63202794 A JP 63202794A JP 20279488 A JP20279488 A JP 20279488A JP H0257725 A JPH0257725 A JP H0257725A
Authority
JP
Japan
Prior art keywords
oil
lubricating oil
differential
hub member
driving force
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
Application number
JP63202794A
Other languages
Japanese (ja)
Inventor
Kazuyoshi Watanabe
和義 渡辺
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GKN Driveline Japan Ltd
Original Assignee
Tochigi Fuji Sangyo KK
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Tochigi Fuji Sangyo KK filed Critical Tochigi Fuji Sangyo KK
Priority to JP63202794A priority Critical patent/JPH0257725A/en
Publication of JPH0257725A publication Critical patent/JPH0257725A/en
Pending legal-status Critical Current

Links

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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0607—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0661—Hydraulically actuated multiple lamellae clutches
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0692—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric with two clutches arranged axially without radial overlap

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

PURPOSE:To prevent heat-generation of a friction plate and to eliminate the deterioration or seisure of lubricating oil by providing a hub member, which is arranged inside a casing, with both an oil sump, which accommodates lubricating oil, and an oil passage, which introduces the lubricating oil into a friction plate. CONSTITUTION:When oil pressure is supplied to actuators 133 and 135, piston members 109 and 111 go forward to push multiple-disc clutches 89 and 91, and consequently the driving force is transmitted to right and left rear wheels 25 and 27. Then, the lubricating oil enclosed in a differential carrier 35 flows through ports 129, 131, 132, 134, 136, etc. of a differential casing 29 or the like into an oil sump 61 to be accommodated. As hub members 45 and 47 rotate, the lubricating oil is supplied via oil passages 67 and 69 to friction plates 83, 85, and 87 to lubricate and cool the plates.

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、車両などに用いられる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 used in a vehicle or the like.

（従来の技術） 特開昭６２−２０９２４９号公報に車両用の動力伝達装
置が記載されている。この装置はつ゛−スに収められた
多板クラッチとこれを締結するアクチエエータとを有し
、多板クラッチを介して左右の中軸にエンジンからの駆
動力を分配する差動装置である。(Prior Art) Japanese Patent Application Laid-Open No. 62-209249 describes a power transmission device for a vehicle. This device is a differential device that includes a multi-disc clutch housed in a case and an actuator that engages the clutch, and distributes the driving force from the engine to the left and right center shafts via the multi-disc clutch.

ところで、多板クラッチはケースの内部にコンパクトに
収められているから、多板クラッチを構成する摩擦板の
間隔は非常に狭い。従って、潤滑油が各摩擦板に、特に
厚さ方向中央部の摩擦板に、回りにくく、潤滑不足によ
り摩擦板の発熱、潤滑油の劣化、ｓｍ板の焼付きなどが
発生ずる恐れがある。By the way, since the multi-disc clutch is compactly housed inside the case, the distance between the friction plates that make up the multi-disc clutch is very narrow. Therefore, it is difficult for the lubricating oil to spread to each friction plate, especially to the friction plate at the center in the thickness direction, and there is a risk that heat generation of the friction plates, deterioration of the lubricating oil, seizure of the SM plate, etc. may occur due to insufficient lubrication.

（発明が解決しようとする課題） そこで、この発明は摩擦板の１ｒＩＩ清不良や焼付きな
どが起らない動力伝達装置の提供を目的とする。(Problems to be Solved by the Invention) Therefore, it is an object of the present invention to provide a power transmission device in which 1rII poor cleaning and seizure of friction plates do not occur.

［発明の構成］ （課題を解決するための手段） この発明の動力伝達装置は、回動自在に配置された筒状
のケースと、このケースの内部に同軸上で回転自在に配
置されたハブ部材と、複数枚の摩擦板を前記ケースとハ
ブ部材に各別に係合してなる多板クラッチと、この多板
クラッチを締結又は開放する締結装置とを備え、前記ハ
ブ部材には潤滑油を収容する油溜めと、このｉｌａ滑油
を前記摩擦板に導く油路とを形成したことを特徴とする
。[Structure of the Invention] (Means for Solving the Problems) The power transmission device of the present invention includes a rotatably arranged cylindrical case and a hub coaxially and rotatably arranged inside the case. a multi-disc clutch formed by separately engaging a plurality of friction plates with the case and the hub member, and a fastening device that engages or disengages the multi-disc clutch, the hub member being supplied with lubricating oil. The friction plate is characterized in that an oil reservoir for accommodating the oil and an oil path for guiding the ila lubricant to the friction plate are formed.

（作用） 締結装置により多板クラッチを締結するとケースとハブ
部材とは連結され、一方からの入力は使方から出力され
る。このとき、多板クラッチの締結力を増減しすべり回
転を調節すれば、ケースとハブ部材間の差動回転が制御
（制限と許容）され伝達トルクの大きさを調節すること
ができる。(Operation) When the multi-disc clutch is fastened by the fastening device, the case and the hub member are connected, and input from one is output from the user. At this time, by increasing or decreasing the engagement force of the multi-disc clutch and adjusting the slip rotation, the differential rotation between the case and the hub member can be controlled (limited and allowed) and the magnitude of the transmitted torque can be adjusted.

多板クラッチを開放すればケースとハブ部材の連結は解
除され、トルク伝達が遮断される。When the multi-plate clutch is released, the connection between the case and the hub member is released, and torque transmission is interrupted.

潤滑油はハブ部材の油溜めに収容され、ハブ部材が回転
すると遠心力により油路を通って摩擦板に導かれ摩擦板
の潤滑と冷却とを行い、ｒｆｌ擦板の発熱、潤滑油の劣
化、焼付けなどを防止する。The lubricating oil is stored in the oil reservoir of the hub member, and when the hub member rotates, the centrifugal force guides the lubricating oil through the oil path to the friction plate, lubricates and cools the friction plate, and prevents heat generation of the RFL friction plate and deterioration of the lubricating oil. , prevent burn-in, etc.

（実施例） 第１図と第２図により第１実施例の説明をする。第２図
はこの実施例を四輪駆動（４ＷＤ）車の動力伝達系に用
いた例を示す。なお、以下の説明叫おいて左右の方向は
第１図における左右の方向とし、第１図の上方は第２図
の車両の前方に相当する。(Example) A first example will be explained with reference to FIGS. 1 and 2. FIG. 2 shows an example in which this embodiment is applied to a power transmission system of a four-wheel drive (4WD) vehicle. In the following explanation, the left and right directions are the left and right directions in FIG. 1, and the upper part of FIG. 1 corresponds to the front of the vehicle in FIG. 2.

先ず、第２図によりこの車両の動力伝達を説明する。First, the power transmission of this vehicle will be explained with reference to FIG.

エンジン１の駆動力はトランスミッション３で変速され
トランスファ５に入力する。トランスファ５はこの駆動
力をフロントデフ７（前輪側のデファレンシャル装置）
に伝達するとともにプロペラシャフト９を介してこの実
施例の装置であるリヤデフ１１（後輪側のデファレンシ
ャル装置）に伝達する。伝達された駆動力は、フロント
デフ７により前車軸１３．１５を介して左右の前輪１７
．１９に差動分配され、リヤデフ１１により後市軸２１
・、２３を介して左右の後輪２５．２７に分配される。The driving force of the engine 1 is shifted by a transmission 3 and input to a transfer 5. Transfer 5 transfers this driving force to front differential 7 (differential device on the front wheel side).
It is also transmitted via the propeller shaft 9 to the rear differential 11 (differential device on the rear wheel side), which is the device of this embodiment. The transmitted driving force is transmitted to the left and right front wheels 17 by the front differential 7 via the front axle 13.15.
．． 19, and the rear central axis 21 is differentially distributed by the rear differential 11.
, 23 to the left and right rear wheels 25, 27.

次に、この実施例の構成を説明する。Next, the configuration of this embodiment will be explained.

デフケース２９（ケース）はベアリング３１．３３を介
してデフキャリヤ３５に回転自在に支承されている。デ
フケース２９にはリングギヤ３７がボルト３９で固定さ
れている。リングギヤ３７はドライブピニオンギヤ４１
と噛合っており、ドライブピニオンギヤ４１はプロペラ
シャフト９側に連結されたドライブビニオンジ１１フト
４３の後端に一体に形成されている。このようにして、
デフケース２９はエンジン１からの駆動力により回転駆
動される。The differential case 29 (case) is rotatably supported by the differential carrier 35 via bearings 31 and 33. A ring gear 37 is fixed to the differential case 29 with bolts 39. The ring gear 37 is a drive pinion gear 41
The drive pinion gear 41 is integrally formed at the rear end of the drive pinion gear 11 foot 43 connected to the propeller shaft 9 side. In this way,
The differential case 29 is rotationally driven by the driving force from the engine 1.

デフケース２９の内部には一対のハブ部材４５．４７が
同軸上で相対回転可能に配置されている。Inside the differential case 29, a pair of hub members 45 and 47 are arranged coaxially and relatively rotatably.

これらのハブ部材４５．４７はそれぞれ円筒状のハブ４
９．５１と、円筒状の外筒部５３．５５と、軸方向の中
央部にあってこれらのハブ４９．５１と外筒部５３．５
５を一体に連結するボス５７．５９からなっている。ボ
ス５７．５９の両側には容量の大きい油溜め６１が形成
され、ボス５７．５９には左右の油溜め６１を連通する
貫通孔６３．６５が設けられている。又、外筒部５３．
５５には貫通孔が設けられ油路６７．６９を形成してい
る。ハブ４９．５１の対向端部にはリング状の溝７１が
設けられ、溝７１にはリング７３が係合してハブ部材４
５．４７の自由端を互いに支承するとともにセンタリン
グを行っている。These hub members 45, 47 each have a cylindrical hub 4.
9.51, a cylindrical outer cylinder part 53.55, and a hub 49.51 and an outer cylinder part 53.5 located in the axially central part.
It consists of bosses 57 and 59 that connect the 5 parts together. Large-capacity oil reservoirs 61 are formed on both sides of the boss 57.59, and through holes 63.65 are provided in the boss 57.59 to communicate the left and right oil reservoirs 61. Moreover, the outer cylinder part 53.
55 is provided with a through hole to form oil passages 67 and 69. A ring-shaped groove 71 is provided at the opposite end of the hub 49 , 51 , and a ring 73 engages in the groove 71 to secure the hub member 4 .
The free ends of 5.47 are supported and centered together.

デフケース２９とハブ部材４５．４７の各外筒部５３．
５５の間には環状室７５が設けられている。環状室７５
の内部においてデフケース２９にはスプライン７７が設
けられ、外筒部５３．５５にはそれぞれスプライン７９
．８１が設けられている。スプライン７７には外側のｓ
ｍ板８３が軸方向移動可能に係合している。又、スプラ
イン７９．８１には摩擦板８３と交互に配置された内側
の＊振板８５．８７が軸方向移動可能に係合している。The differential case 29 and each outer cylinder portion 53 of the hub member 45.47.
An annular chamber 75 is provided between the chambers 55 . Annular chamber 75
Inside the differential case 29, a spline 77 is provided, and the outer cylinder portion 53,55 is provided with a spline 79, respectively.
．． 81 is provided. The spline 77 has an outer s
The m plate 83 is engaged so as to be movable in the axial direction. Further, inner swing plates 85, 87 arranged alternately with the friction plates 83 are engaged with the splines 79, 81 so as to be movable in the axial direction.

こうして一対の多板クラッチ８９．９１が構成されてい
る。多板クラッチ８９．９１の間にはストッパリング９
３が間隔をあけて配置されデフケース２９に固定されて
いる。このストッパリング９３の内周にはリング９５が
配置されている。In this way, a pair of multi-disc clutches 89 and 91 are constructed. A stopper ring 9 is installed between the multi-plate clutches 89 and 91.
3 are arranged at intervals and fixed to the differential case 29. A ring 95 is arranged on the inner periphery of this stopper ring 93.

ストッパリング９３は各多板クラッチ８９．９１間の押
圧力の影響を遮断して互いの干渉を防止する。The stopper ring 93 blocks the influence of the pressing force between the multi-disc clutches 89 and 91 and prevents them from interfering with each other.

デフキャリヤ３５の左右の端部にはシリンダ部９７．９
９が設けられており、これらのシリンダ部９７．９９に
はそれぞれＯリング１０１．１０３、Ｏリング１０５．
１０７を間に配置してピストン部材１０９．１１１が移
動可能に係合している。ピストン部材１０９．１１１は
それぞれ二ドルベアリング１１３．１１５、押圧リング
１１７．１１９、押圧片１２１．１２３、ブツシュリン
グ１２５．１２７からなる各押圧系を介して多板クラッ
チ８９．９１を押圧可能である。押圧片１２１．１２３
はデフケース２９の円周等配位行に設けられた窓１２９
．１３１を貝通し、押圧リング１１７．１１９とブツシ
ュリング１２５．１２７の間に配置されている。こうし
て、一対のアクチュエータ１３３．１３５とこれらの抑
圧系とが構成されている。At the left and right ends of the differential carrier 35 are cylinder parts 97.9.
9 are provided, and O-rings 101.103 and O-rings 105.99 are provided in these cylinder portions 97.99, respectively.
Piston members 109 and 111 are movably engaged with 107 disposed therebetween. The piston members 109, 111 can press the multi-disc clutch 89, 91 through each pressing system consisting of a double bearing 113, 115, a pressing ring 117, 119, a pressing piece 121, 123, and a bushing ring 125, 127. be. Pressing piece 121.123
is the window 129 provided in the circumferential equidistant row of the differential case 29
．． 131 is passed through the shell and placed between the pressure ring 117.119 and the bushing ring 125.127. In this way, the pair of actuators 133 and 135 and their suppression system are configured.

各アクチュエータ１３３．１３５の油圧ボート１３７．
１３９には油圧源１４１から制御弁装置１４３と各油路
１４５．１４７を介して各別に油圧が供給され、その油
圧を調節することにより多板クラッチ８９．９１の締結
と締結力の調節と開放などが行われる。Hydraulic boat 137. of each actuator 133.135.
139 are supplied with hydraulic pressure from a hydraulic source 141 through a control valve device 143 and each oil passage 145, 147, and by adjusting the hydraulic pressure, the multi-disc clutches 89, 91 are engaged, the engagement force is adjusted, and the disengagement is performed. etc. will be carried out.

制御弁装置１４３のこのような制御は、運転席から手動
操作可能か、又は操縦条件や路面条件に応じて自動操作
可能に構成されている。Such control of the control valve device 143 can be performed manually from the driver's seat or automatically according to operating conditions and road surface conditions.

次に、この実施例の機能を説明する。Next, the functions of this embodiment will be explained.

アクチュエータ１３３．１３５に油圧が供給されるとピ
ストン部材１０９．１１１が前進し、押圧系を介して多
板クラッチ８９．９１が押圧されて締結し、デフケース
２９とハブ部材４５．４７が連結され、エンジン１から
の駆動力は左右の後輪２５．２７に伝達される。油圧を
制御して多板クラッチ８９．９１の締結力を増減すれば
、差動回転の制御（制限と許容）及び伝達トルクの大き
さを調節することができる。締結力の増減を多板クラッ
チ８９．９１で各別に行えば、左右の後輪２５．２７間
の駆動力の配分割合の調整と差動回転の制御とを行うこ
とができる。When hydraulic pressure is supplied to the actuators 133, 135, the piston members 109, 111 move forward, and the multi-plate clutch 89, 91 is pressed and engaged via the pressing system, and the differential case 29 and the hub member 45, 47 are connected. The driving force from the engine 1 is transmitted to the left and right rear wheels 25,27. By controlling the oil pressure to increase or decrease the engagement force of the multi-disc clutches 89, 91, it is possible to control (limit and allow) the differential rotation and adjust the magnitude of the transmitted torque. If the engagement force is increased or decreased separately using the multi-plate clutches 89, 91, it is possible to adjust the distribution ratio of the driving force between the left and right rear wheels 25, 27 and to control the differential rotation.

油圧の供給を停止すれば、多板クラッチ８９．９１が開
放され後輪２５．２７へのトルク伝達は遮断され、後輪
２５．２７はフリー回転状態となる。When the supply of hydraulic pressure is stopped, the multi-disc clutches 89, 91 are released, torque transmission to the rear wheels 25, 27 is cut off, and the rear wheels 25, 27 are in a free rotating state.

デフキャリヤ３５に封入されている潤滑油はデフケース
２９等の窓１２９．１３１．１３．２．１３４．１３６
等から流入して油溜め６１に収容され、ハブ部材４５．
４７の回転に伴って遠心力により油路６７．６９を通っ
て摩擦板８３．８５．８７に供給され、これらを潤滑し
冷却する。The lubricating oil sealed in the differential carrier 35 is contained in the window 129.131.13.2.134.136 of the differential case 29, etc.
The oil flows in from the hub member 45. etc. and is stored in the oil reservoir 61.
47 rotates, centrifugal force causes oil to be supplied to friction plates 83, 85, 87 through oil passages 67, 69, to lubricate and cool them.

次に、車両の性能に即した機能を説明する。Next, functions that match the performance of the vehicle will be explained.

多板クラッチ８９．９１を締結すると後輪２５．２７が
駆動され車両は４ＷＤ走行状態になり、駆動力が四輪全
部に分散するから各車輪当りの駆動力配分が減少しグリ
ップ力との間の余裕が広がってスリップしにくくなる。When the multi-disc clutch 89.91 is engaged, the rear wheels 25.27 are driven and the vehicle enters 4WD driving mode, and the driving force is distributed to all four wheels, so the distribution of driving force to each wheel is reduced and the grip force is reduced. This increases the margin and makes it difficult to slip.

従って、車両の直進性や走行安定性が向上する。Therefore, the straight-line performance and running stability of the vehicle are improved.

多板クラッチ８９．９１を開放すると後輪２５．２７側
への駆動力伝達がａ断されて車両は二輪駆ｅ（２ＷＤ）
走行状態となって燃費が向上するとともにフロントエン
ジン・フロントドライブの２ＷＤ車の特性が得られる。When the multi-plate clutch 89.91 is released, the transmission of driving force to the rear wheels 25.27 is cut off and the vehicle becomes two-wheel drive (2WD).
When the vehicle is in running condition, fuel efficiency improves, and the characteristics of a front-engine, front-drive 2WD vehicle are obtained.

２−４切換機構のような断続機構によらずに、上記のよ
うな２−４切換が行えるから、２−４切換機構が不要で
あり、その弁機構を簡単にし重量とコストとを低減でき
る。Since the above-mentioned 2-4 switching can be performed without using an intermittent mechanism such as a 2-4 switching mechanism, the 2-4 switching mechanism is unnecessary, and the valve mechanism can be simplified and weight and cost can be reduced. .

２ＷＤ走行時又は多板クラッチ８９．９１を微弱に締結
した状態での４’Ｗ　Ｄ走行時に、悪路などで前輪１７
．１９側がスリップ状態になった場合多板クラッチ８９
．９１を適当な強さで締結すれば後輪２５．２７側に伝
達される駆動力が大きくなり、後輪２５．２７側の駆動
力により走破性が向上し悪路から脱出することができる
。When driving in 2WD or 4'WD with the multi-disc clutch 89.91 slightly engaged, the front wheels 17
．． If the 19 side is in a slip state, the multi-disc clutch 89
．． If 91 is fastened with appropriate strength, the driving force transmitted to the rear wheels 25, 27 side will be increased, and the driving force on the rear wheels 25, 27 side will improve drivability and make it possible to escape from a rough road.

後輪２５．２７の間で駆動力の配分割合を調節し、例え
ば左の後輪２５側の駆動力をより大きくすれば車両に右
旋°回のヨーイングモーメントを与えることができ、右
の後輪２７側の駆動力をより大きくすれば車両に左旋回
のヨーイングモーメントを与えることができる。コーナ
リングに際してコーナー半径の大小や車速などに応じて
コーナーの外側又は内側へのヨーイングモーメントを与
えるとともにこのヨーイングモーメントの大きさを調節
すれば、コーナーからの飛び出し、内側への切れ込み、
スピンなどの危険が回避できるとともにハンドル操作を
容易にすることができる。又、通常の走行においてもハ
ンドル操作を助けることができる。By adjusting the distribution ratio of the driving force between the rear wheels 25 and 27, for example, by increasing the driving force on the left rear wheel 25 side, it is possible to give the vehicle a yawing moment for a clockwise turn, and By increasing the driving force on the wheel 27 side, a yawing moment for left-turning can be applied to the vehicle. When cornering, depending on the size of the corner radius and vehicle speed, a yawing moment is applied to the outside or inside of the corner, and the magnitude of this yawing moment is adjusted, allowing the vehicle to jump out of the corner, cut inward,
It is possible to avoid dangers such as spin, and to facilitate steering operation. Moreover, it can also assist in steering operation during normal driving.

コーナリングに際して＃１後輪聞の駆動力配分割合を変
えればそれぞれのコーナリングフォースの大ぎさが調節
でき、上記と同様に、車体のステア特性を改善すること
ができる。すなわち、前輪１７．１９側の駆動力を大き
くすればそのコーナリングフォースが減少するから後輪
２５．２７側のコーナリングフォースによりコーナー外
側のヨーイングモーメントが与えられて車両はアンダー
ステア気味となる。又、前部重陽の重い第２図のような
フロントエンジン車の場合、前輪１７．１９の方がグリ
ップ力が大きいから、多板クラッチ８９．９１を強固に
締結し前後輪の駆動力の配分割合を等しくした状態で大
きな駆動力を与えると後輪２５．２７側が先にコーナリ
ングフォースを失う。従って、前輪１７．１９側のコー
ナリングフォースにより車体はオーバステア気味となる
。又、同じ理由で第２図の車両の重心は前寄りであるか
らコーナリングに際しては後輪２５．２７側のコーナリ
ングフォースの影響の方が強く、従ってアンダーステア
傾向を示す。そこで、後輪２５．２７側への駆動力配分
を増してそのコーナリングフォースを減少させれば、前
記のような車体固有のアンダーステア傾向を足止するこ
とができる。By changing the ratio of drive force distribution between the #1 rear wheels during cornering, the magnitude of each cornering force can be adjusted, and the steering characteristics of the vehicle body can be improved in the same way as described above. That is, if the driving force on the front wheel 17.19 side is increased, its cornering force is reduced, so the cornering force on the rear wheel 25.27 side gives a yawing moment on the outside of the corner, causing the vehicle to tend to understeer. In addition, in the case of a front-engine car like the one shown in Figure 2 with a heavy front wheel, the front wheels 17.19 have greater grip, so the multi-disc clutch 89.91 is firmly engaged to distribute the driving force between the front and rear wheels. If a large driving force is applied with the ratios being equal, the rear wheels 25.27 will lose cornering force first. Therefore, the vehicle body tends to oversteer due to the cornering force on the front wheel 17.19 side. Furthermore, for the same reason, since the center of gravity of the vehicle shown in FIG. 2 is closer to the front, during cornering, the influence of the cornering force on the rear wheel 25.27 side is stronger, and therefore the vehicle exhibits a tendency to understeer. Therefore, by increasing the distribution of driving force to the rear wheels 25 and 27 and reducing the cornering force, it is possible to stop the understeer tendency inherent to the vehicle body as described above.

このように、ステア特性のコントロールを行えば車両の
操縦性と安全性とを改善することができる。In this way, by controlling the steering characteristics, it is possible to improve the maneuverability and safety of the vehicle.

後輪２５．２７の一方、例えば左の後輪２５がスリップ
状態になると、駆動を続ける右後輪２７の後車軸２３に
駆動力が集中し破損の恐れがあるとともに右後輪２７の
駆動力により車体を左旋回させるヨーインクモーメント
が急に発生し危険である。このような場合、後輪２５の
スリップ又は車体に生じたヨーイングモーメントを検知
して右後輪２７側の多板クラッチ９１を開放すればこの
ような危険が回避できる。If one of the rear wheels 25, 27, for example, the left rear wheel 25, slips, the driving force will be concentrated on the rear axle 23 of the right rear wheel 27, which continues to be driven, and there is a risk of damage and the driving force of the right rear wheel 27 will be reduced. This causes a sudden yaw moment that causes the vehicle to turn to the left, which is dangerous. In such a case, such a danger can be avoided by detecting the slip of the rear wheels 25 or the yawing moment generated in the vehicle body and releasing the multi-plate clutch 91 on the right rear wheel 27 side.

加速に際しては、？ｉ４重が移動する後輪２５．２７側
の駆動力を増加すれば駆動力を路面に有効に伝えること
ができ加速性が向上する。When accelerating? By increasing the driving force on the rear wheel 25.27 side where the i4x moves, the driving force can be effectively transmitted to the road surface, improving acceleration.

多板クラッチ８９．９１の締結力を弱めれば前後輪間の
回転差が吸収され、例えば車庫入れのような低速急旋回
の際にタイトコーナーブレーキング現象が発生しない。If the engagement force of the multi-disc clutches 89, 91 is weakened, the difference in rotation between the front and rear wheels will be absorbed, and tight corner braking will not occur during low-speed sharp turns, such as when parking the vehicle.

又、後輪２５．２７間の差動回転が許容されるから円滑
なコーナリングが行える。Further, since differential rotation between the rear wheels 25 and 27 is allowed, smooth cornering can be achieved.

又、２−４切換機構を装備して２ＷＤ走行に切換えたと
き、多板クラッチ８９．９１を開放すれば後輪２５．２
７の駆動系の回転が停止する。従って、これらを無駄に
連れ回ることによる各部の摩耗、振動と騒音の発生、燃
費の低下などを防止することができる。このように、フ
リーハブクラッチを装備せずに同様な効果が得られ上、
動作はより確実である。Also, when equipped with a 2-4 switching mechanism and switched to 2WD driving, if the multi-disc clutch 89.91 is released, the rear wheel 25.2
The rotation of the drive system No. 7 stops. Therefore, it is possible to prevent wear of various parts, generation of vibration and noise, and decrease in fuel efficiency due to unnecessary rotation of these parts. In this way, the same effect can be obtained without installing a freehub clutch, and
Operation is more reliable.

又、以上のようにリヤデフ１１は前後輪の間で差動制限
を行いながら駆動力を差動配分することができる。これ
は差動制限機能付きのセンターデスの機能である。そこ
で、リヤデフ１１を用いればセンターデフが不要であり
、車両の動力伝達系の構成をそれだけ簡単にすることが
できコスト及びｆｆ１ｆｆｉの低減の面で大きな効果が
得られる。Further, as described above, the rear differential 11 can differentially distribute the driving force while limiting the differential between the front and rear wheels. This is a function of the center death with differential limiting function. Therefore, if the rear differential 11 is used, a center differential is not required, and the structure of the power transmission system of the vehicle can be simplified accordingly, resulting in a significant effect in terms of cost and reduction of ff1ffi.

又、多板クラッチ８９．９１の各摩擦板８３．８５．８
７のＴｉＪ滑と冷却は充分に行われるから高負荷（例え
ばすべりの多い）の使用態様においても発熱や焼付きが
起りにくい。Also, each friction plate 83.85.8 of the multi-plate clutch 89.91
Since TiJ slipping and cooling in No. 7 are sufficiently performed, heat generation and seizure are unlikely to occur even when used under high load (for example, a lot of slipping).

なお、この実施例の装置はストッパリング９３を軸方向
移動可能にすれば左右いずれか一方に設けたアクチュエ
ータで両方の多板クラッチ８９．９１の締結と開放を行
うように構成することもできる。The device of this embodiment can also be configured so that if the stopper ring 93 is made movable in the axial direction, an actuator provided on either the left or right side engages and disengages both multi-disc clutches 89 and 91.

次に、第３図と第４図により第２実施例の説明をする。Next, the second embodiment will be explained with reference to FIGS. 3 and 4.

この実施例は上記第１実施例と同様に第２図の車両のリ
ヤデフ１４９として用いられている。以下、同一の部材
には同じ番号を付して引用しながら第１実施例との相異
点を説明する。なお、以下の説明において左右の方向は
第３図における左右の方向であり、第３図の上方は第２
図の重両の前方に相当する。This embodiment is used as the rear differential 149 of the vehicle shown in FIG. 2, similar to the first embodiment. Hereinafter, the differences from the first embodiment will be explained while giving the same numbers to the same members and referring to them. In addition, in the following explanation, the left and right directions are the left and right directions in Figure 3, and the upper part of Figure 3 is the second direction.
Corresponds to the front of the double in the figure.

デフケース１５１の内部にはハブ部材１５３．１５５が
相対回転自在に配置されている。ハブ部材１５３．１５
５の各対向端部に設けられた溝にはリング１５７が摺動
可能に係合しており、ハブ部材１５３．１５５のセンタ
リングを行うとともに互いの自由端を支承し合っている
。各ハブ部材１５３．１５５には第３図と第４図に示す
ように軸方向のほぼ中央に９０°間隔で配置された貫通
孔１５９（浦溜め兼油路）と、これらのｎ通孔１５９を
通る軸方向の貫通孔１６１（油溜め）と、貫通孔１５９
の開口部を連通ずる内周溝１６３とが設番プられている
。又、両端面には貫通孔１６１の開口を通る径方向の溝
１６５．１６７（油路）が設けられている。Hub members 153 and 155 are arranged inside the differential case 151 so as to be relatively rotatable. Hub member 153.15
A ring 157 is slidably engaged in a groove in each opposite end of the hub members 153, 155 to center the hub members 153, 155 and to support the free ends of each other. As shown in FIGS. 3 and 4, each hub member 153, 155 has through holes 159 (pool reservoirs and oil passages) arranged at 90° intervals approximately in the center in the axial direction, and these n through holes 159. An axial through hole 161 (oil reservoir) passing through the through hole 159
An inner circumferential groove 163 communicating with the opening is provided. Furthermore, radial grooves 165 and 167 (oil passages) passing through the openings of the through holes 161 are provided on both end faces.

各ハブ部材１５３．１５５の内周にはそれぞれ伝達軸（
図示していない）がスプライン係合している。これらの
伝達軸にはそれぞれ軸心部に形成された油路と、この油
路と各ハブ部材１５３．１５５の内周溝１６３とを連通
ずる径方向の油路とが設けられている。Each hub member 153, 155 has a transmission shaft (
(not shown) are in spline engagement. Each of these transmission shafts is provided with an oil passage formed in the shaft center, and a radial oil passage that communicates this oil passage with the inner circumferential groove 163 of each hub member 153, 155.

多板クラッチ８９、・９１の間には仕切り部材１６９が
配置されデフケース２９の内周に固定されている。仕切
り部材１６９は多板クラッチ８９．９１の押圧力の影響
を遮断して互いの干渉を防止する。A partition member 169 is arranged between the multi-plate clutches 89 and 91 and fixed to the inner periphery of the differential case 29. The partition member 169 blocks the influence of the pressing force of the multi-disc clutches 89 and 91 and prevents mutual interference.

多板クラッチ８９．９１の押圧系はニードルベアリング
１１３．１１５と第１の押圧リング１７１．１７３と、
ブツシュロッド１７５．１７７と第２の押圧リング１７
９．１８１からなっている。The pressure system of the multi-plate clutch 89.91 includes a needle bearing 113.115 and a first pressure ring 171.173.
Bushing rod 175, 177 and second pressing ring 17
It consists of 9.181.

ブツシュロッド１７５．１７７はデフケース１５１を活
動自在に貫通している。Bushing rods 175 and 177 operatively pass through the differential case 151.

潤滑油は左右の伝達軸の油路と内周溝１６３を通って供
給されハブ部材１５３．１５５の貫通孔１５９．１６１
に収容される。ハブ部材１５３．１５５の回転に伴いそ
の遠心力により貫通孔１５９と？ｆｌ！　１６５．１６
７を通つＴｆｌｌｉ板８３．８５．８７に供給されこれ
らを潤滑し冷却する。Lubricating oil is supplied through the oil passages of the left and right transmission shafts and the inner circumferential groove 163, and is supplied through the through holes 159.161 of the hub member 153.155.
be accommodated in. As the hub members 153 and 155 rotate, their centrifugal force causes the through holes 159 and ? Fl! 165.16
7 to the Tflli plates 83, 85, 87 to lubricate and cool them.

他の機能と効果とは上記第１実施例と同様である。Other functions and effects are the same as those of the first embodiment.

なお、この発明において多板クラッチはアクチュエータ
により作動するものに限らず、例えば電磁クラッチでも
よい。又、四輪駆動車に限らず、二輪駆動車の駆動輪に
用いてもよい。In the present invention, the multi-plate clutch is not limited to one operated by an actuator, and may be an electromagnetic clutch, for example. Moreover, it may be used not only for four-wheel drive vehicles but also for drive wheels of two-wheel drive vehicles.

［発明の効果］ 以上のように、この発明の動力伝達装置は着初回転の制
限と許容とを行いながらトルクを伝達し又遮断すること
ができる。又、摩擦板の潤滑と冷却は充分に行われるか
ら発熱、潤滑油の劣化、焼付ぎなどが予防され、従って
装置の性能と耐久性とが向上する。[Effects of the Invention] As described above, the power transmission device of the present invention can transmit or cut off torque while limiting and allowing initial rotation. Further, since the friction plates are sufficiently lubricated and cooled, heat generation, deterioration of the lubricating oil, seizure, etc. are prevented, and the performance and durability of the device are improved.

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

第１図は第１実施例の断面図、第２図はこの実施例を用
いた車両の動力伝達を示す概略図、第３図は第２実施例
の断面図、第４図はこの実施例のハブ部材の横断面図で
ある。 ２９．１５１・・・デフケース（ケース）４５．４７．
１５３．１５５・・・ハブ部材６１・・・油溜め　　　
　　　６７．６９・・・油路８３．８５．８７・・・摩
擦板 ８９．９１・・・多板クラッチ １３３．１３５・・・アクチュエータ（締結装置）１５
９・・・貫通孔（油溜め兼油路） １６１・・・貫通孔（油路）　１６３・・・内周溝（油
路）１６５．１６７・・・溝（油路） 代理人　弁理士　　三　好　保　男 第２図 第４図Fig. 1 is a sectional view of the first embodiment, Fig. 2 is a schematic diagram showing power transmission in a vehicle using this embodiment, Fig. 3 is a sectional view of the second embodiment, and Fig. 4 is this embodiment. FIG. 3 is a cross-sectional view of the hub member of FIG. 29.151... Differential case (case) 45.47.
153.155...Hub member 61...Oil sump
67.69... Oil path 83.85.87... Friction plate 89.91... Multi-plate clutch 133.135... Actuator (fastening device) 15
9...Through hole (oil reservoir and oil passage) 161...Through hole (oil passage) 163...Inner peripheral groove (oil passage) 165.167...Groove (oil passage) Agent Patent attorney 3 Yoshi Yasuo Figure 2 Figure 4

Claims (1)

【特許請求の範囲】[Claims] 回転自在に配置された筒状のケースと、このケースの内
部に同軸上で回転自在に配置されたハブ部材と、複数枚
の摩擦板を前記ケースとハブ部材に各別に係合してなる
多板クラッチと、この多板クラッチを締結又は開放する
締結装置とを備え、前記ハブ部材には潤滑油を収容する
油溜めと、この潤滑油を前記摩擦板に導く油路とを形成
したことを特徴とする動力伝達装置。A multi-layer structure consisting of a rotatably arranged cylindrical case, a hub member coaxially and rotatably arranged inside the case, and a plurality of friction plates individually engaged with the case and the hub member. The invention comprises a plate clutch and a fastening device for fastening or releasing the multi-plate clutch, and the hub member is formed with an oil reservoir for storing lubricating oil and an oil path for guiding the lubricating oil to the friction plates. Characteristic power transmission device.
JP63202794A 1988-08-16 1988-08-16 Power transmission Pending JPH0257725A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP63202794A JPH0257725A (en) 1988-08-16 1988-08-16 Power transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP63202794A JPH0257725A (en) 1988-08-16 1988-08-16 Power transmission

Publications (1)

Publication Number Publication Date
JPH0257725A true JPH0257725A (en) 1990-02-27

Family

ID=16463299

Family Applications (1)

Application Number Title Priority Date Filing Date
JP63202794A Pending JPH0257725A (en) 1988-08-16 1988-08-16 Power transmission

Country Status (1)

Country Link
JP (1) JPH0257725A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2116411A1 (en) 2008-05-06 2009-11-11 Getrag Driveline Systems GMBH Power train for a motor vehicle with secondary axis which can be activated

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2116411A1 (en) 2008-05-06 2009-11-11 Getrag Driveline Systems GMBH Power train for a motor vehicle with secondary axis which can be activated
EP2116411B1 (en) * 2008-05-06 2018-08-22 GKN Automotive Limited Power train for a motor vehicle with secondary axis which can be activated
EP3418100A1 (en) * 2008-05-06 2018-12-26 GKN Automotive Ltd. Power train for a motor vehicle with secondary axis which can be activated

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