JPH0429627A - Driving force transmission device - Google Patents

Abstract

PURPOSE:To reduce the transmission of torque at the time of low-speed-rotation by providing a communicating hole in the circumferential wall of a fluid chamber so that the upstream side of the vane part of a rotor is communicated with the downstream side thereof, and also by providing a weight by which the opening of the communicating hole is closed by the action of a centrifugal force. CONSTITUTION:Power is transmitted from a first propeller shaft 25 to a second propeller shaft 26 via a driving-force transmission device 10. Between an outer case (outside rotating member) 11 and an inner shaft (inside rotating member) 12, a pressing-force generating means 10a and a friction clutch 10b are provided. The piston 13 of the pressing-force generating means 10a is operated by the pressure produced by the rotation of the vane part 14b of a rotor 14. A communicating hole 13b for communicating the upstream side of the vane part 14b with the downstream side thereof is provided. At the time of high-speed rotation, a weight 18 moves against a spring 19 to close an opening 13f, so that a high pressure is produced; while at the time of low-speed rotation, the opening 13f is opened to release the pressure to the downstream side. Thus, the transmission torque at the time of low-speed rotation is reduced, and the occurrence of tight-corner-braking effect can be prevented.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、同軸的に支持された両回転部材間に介装され
て、これら両部材間のトルク伝達を行う駆動力伝達装置
に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a driving force transmission device that is interposed between coaxially supported rotating members and transmits torque between these two members.

（従来技術） かかる駆動力伝達装置は、互いに同軸的に支持された両
回転部材間に介装されてこれら両部材の相対回転時これ
ら両部材を互いにトルク伝達可能に連結するもので、従
動側回転部材を駆動させる連結機構として使用されるも
のと、これら両部材間の回転差を制限させる差動制限機
構として使用されるもの等に大別される。前者の連結機
構は主としてリアルタイム式の四輪駆動車における一方
の動力伝達系路に介装され、また後者の差動制限機構は
主として車両における各ディファレンンヤルに介装され
る。(Prior Art) Such a driving force transmission device is interposed between two rotating members that are supported coaxially with each other, and connects these two members so that torque can be transmitted to each other when these two members rotate relative to each other. There are two types of mechanisms: those used as coupling mechanisms for driving rotating members, and those used as differential limiting mechanisms for limiting the difference in rotation between these two members. The former coupling mechanism is mainly installed in one of the power transmission lines in a real-time four-wheel drive vehicle, and the latter differential limiting mechanism is mainly installed in each differential in the vehicle.

しかして、従来の駆動力伝達装置としては特開昭６３−
２４０４２９号公報に示されているように、同軸的かつ
相対回転可能に位置する内外両回転部材間に配設され、
これら両回転部材の相対回転により作動して両回転部材
をトルク伝達可能に連結する摩擦係合力を発生させると
ともに付与される軸方向の押圧力に応じて前記摩擦係合
力を増減させる摩擦クラッチ、および両回転部材の相対
回転に応じた軸方向の押圧力を発生させて前記摩擦クラ
ッチに付与する押圧力発生手段を備え、同押圧力発生手
段を、前記両回転部材間に液密的に軸方向へ摺動可能か
つ外側回転部材に一体回転可能に組付けられて前記摩擦
クラッチの一側に対向する作動ピストンと、前記外側回
転部材と前記作動ピストン間に形成されて軸方向に所定
間隔を有し粘性流体が封入される流体室と、半径方向へ
延びるｌまたは複数のベーン部を備え前記流体室にて前
記内側回転部材に一体回転可能に組付けられたロータと
により構成してなる駆動力伝達装置がある。However, as a conventional driving force transmission device,
As shown in Japanese Patent No. 240429, it is disposed between both inner and outer rotating members that are coaxially and relatively rotatably positioned,
a friction clutch that is actuated by the relative rotation of these two rotating members to generate a frictional engagement force that connects the two rotational members so that torque can be transmitted, and that increases or decreases the frictional engagement force in accordance with the applied axial pressing force; A pressing force generating means is provided for generating an axial pressing force corresponding to the relative rotation of the two rotating members and applying it to the friction clutch, and the pressing force generating means is arranged between the two rotating members in a fluid-tight manner in the axial direction. an operating piston that is slidably attached to the outer rotating member and integrally rotatable with the outer rotating member and faces one side of the friction clutch; A driving force constituted by a fluid chamber in which a viscous fluid is sealed, and a rotor having l or a plurality of vanes extending in the radial direction and assembled to be integrally rotatable with the inner rotating member in the fluid chamber. There is a transmission device.

この種形式の駆動力伝達装置においては、両回転部材間
に相対回転が生じると外側回転部材に一体回転可能に組
付けた作動ピストンとロータとの間に相対回転が生じ、
流体室の前記ロータのペン部にて流体室内の粘性流体が
強制的に流動させられ、流体室内では流動抵抗等に起因
して圧力が発生する。すなわち、押圧力発生手段に差動
回転数に応じた圧力が発生する。この圧力は作動ピスト
ンを軸方向に押圧して摩擦クラッチを押圧させ、同クラ
ッチに両回転部材をトルク伝達可能に蓮結する摩擦係合
力を発生させる。かかる摩擦係合力は差動回転数に比例
し、両回転部材間では差動回転数に比例したトルクが一
方から他方へ伝達される。従って、当該駆動力伝達装置
は四輪駆動車の一方の動力伝達系路における駆動側回転
部材と従動側回転部材との連結機構として機能するとと
もに、駆動側および従動側回転部材間、両駆動側回転部
材間または両従動側回転部材間の差動制限機構としても
機能する。In this type of driving force transmission device, when relative rotation occurs between both rotating members, relative rotation occurs between the rotor and the actuating piston, which is assembled to the outer rotating member so as to be integrally rotatable.
The viscous fluid in the fluid chamber is forced to flow at the pen portion of the rotor in the fluid chamber, and pressure is generated within the fluid chamber due to flow resistance or the like. That is, a pressure corresponding to the differential rotation speed is generated in the pressing force generating means. This pressure pushes the actuating piston in the axial direction to press the friction clutch, and generates a frictional engagement force in the clutch that connects both rotating members so that torque can be transmitted. This frictional engagement force is proportional to the differential rotation speed, and a torque proportional to the differential rotation speed is transmitted between the two rotating members from one side to the other. Therefore, the driving force transmission device functions as a coupling mechanism between the driving-side rotating member and the driven-side rotating member in one power transmission path of the four-wheel drive vehicle, and also functions as a connection mechanism between the driving-side and driven-side rotating members. It also functions as a differential limiting mechanism between rotating members or between both driven rotating members.

（発明が解決しようとする課題） ところで、上記した形式の駆動力伝達装置においては差
動回転数に比例してトルク伝達がなされるため、車両の
低速旋回時にも従動輪側に差動回転に応じた所定のトル
クが伝達されることになり、旋回時における前後輪の差
動回転を吸収しきれずにタイトコーナブレーキング現象
が発生するおそれがあり、かかる現象を防止するために
トルク伝達特性を高めに設定できない問題がある。(Problem to be Solved by the Invention) By the way, in the above-mentioned type of driving force transmission device, torque is transmitted in proportion to the differential rotation speed, so even when the vehicle turns at low speed, there is no difference in the differential rotation to the driven wheels. As a result, the differential rotation between the front and rear wheels during cornering may not be fully absorbed, leading to tight corner braking. To prevent this phenomenon, torque transmission characteristics must be adjusted. There is a problem with not being able to set it higher.

従って、本発明の目的は低回転時におけるトルク伝達を
できるだけ小さくして、タイトコーナブレーキング現象
の発生を防止するとともに、高回転時におけるトルク伝
達を大きくできるようにすることにある。Therefore, an object of the present invention is to reduce torque transmission at low rotations as much as possible to prevent tight corner braking, and to increase torque transmission at high rotations.

く課題を解決するための手段） 本発明は上記した形式の駆動力伝達装置において、前記
流体室の周壁を形成する前記作動ピスト／または外側回
転部材に、前記流体室における前記ロータのベーン部の
上流側と下流側とにそれぞれ開口する一対の開口部とこ
れら開口部を互いに連通させる連通孔を設けるとともに
、遠心力の作用にて径外方へ移動して前記両開口部のい
ずれか一方を閉鎖する＃ｉ錘を径内方へバネ付勢して配
設したことを特徴とする。Means for Solving the Problems) The present invention provides a driving force transmission device of the type described above, in which a vane portion of the rotor in the fluid chamber is attached to the operating piston/or the outer rotating member forming the peripheral wall of the fluid chamber. A pair of openings that open on the upstream side and a downstream side, and a communication hole that communicates these openings with each other are provided, and the opening is moved radially outward by the action of centrifugal force to close one of the openings. It is characterized in that the #i weight to be closed is biased radially inward by a spring.

（発明の作用・効果） かかる構成の駆動力伝達装置においては、車両の停止時
および低速走行時重錘がバネの付勢力にて径内方に位置
し両開口部を流体室に開口させている。このため、同流
体室においてはロータのペン部の上流側と下流側とが互
いに連通し、上流側で発生する圧力が下流側へリークす
るため高い圧力とはならず、この状態で前後輪間に差動
回転が生じても従動輪側へ伝達されるトルクは皆無また
は極めて小さい。従って、低速旋回時におけるタイトコ
ーナブレーキング現象は発生しない。(Operations and Effects of the Invention) In the driving force transmission device having such a configuration, when the vehicle is stopped or running at low speed, the weight is positioned radially inward due to the biasing force of the spring, and both openings are opened to the fluid chamber. There is. Therefore, in the same fluid chamber, the upstream and downstream sides of the pen part of the rotor communicate with each other, and the pressure generated on the upstream side leaks to the downstream side, so high pressure does not occur, and in this state, between the front and rear wheels. Even if differential rotation occurs, there is no or very little torque transmitted to the driven wheels. Therefore, tight corner braking does not occur during low-speed turns.

方、車速か漸次増大するとこれに応じて重錘に作用する
遠心力が増大するため、重錘は漸次径外方へ移動して一
方の開口部を閉鎖する。この結果、流体室におけるベー
ン部の上流側と下流側との連通が遮断され、ベーン部の
上流側に高い圧力が発生する。従って、車両の低速走行
時以外に前後輪間に差動回転が生じた場合には、従動輪
には差動回転数に比例したトルクが伝達されて車両は良
好な四輪駆動状態となる。On the other hand, as the vehicle speed gradually increases, the centrifugal force acting on the weight increases accordingly, so the weight gradually moves radially outward and closes one opening. As a result, communication between the upstream side and the downstream side of the vane portion in the fluid chamber is cut off, and high pressure is generated on the upstream side of the vane portion. Therefore, when differential rotation occurs between the front and rear wheels other than when the vehicle is running at low speed, torque proportional to the differential rotation speed is transmitted to the driven wheels, resulting in a good four-wheel drive state of the vehicle.

（実施例） 以下本発明の実施例を図面に基づいて説明するに、第１
図には本発明にかかる駆動力伝達装置の一実施例が示さ
れている。当該駆動力伝達装置１０は第３図に示すよう
に、リアルタイム式の四輪駆動車の後輪側動力伝達系路
に配設される。(Example) Examples of the present invention will be described below based on the drawings.
The figure shows an embodiment of the driving force transmission device according to the present invention. As shown in FIG. 3, the driving force transmission device 10 is disposed in a rear wheel power transmission path of a real-time four-wheel drive vehicle.

当該車両は前輪側が常時駆動するとともに後輪側が必要
時駆動するもので、エンジン２１の一側に組付ケたトラ
ンスアクスル２２はトランスミノンヨンおよびトランス
ファを備え、エンジン２１からの動力をアクスルシャフ
ト２３に出力して前輪２４を駆動させるとともに、第１
プロペラ／ヤフト２５に出力する。第１プロペランヤフ
ト２５は駆動力伝達装置１０を介して第２プロベランヤ
フト２６に連結していて、これら両ンヤフト２５．２６
がトルク伝達可能な場合動力がリヤディファレンシャル
２７を介してアクスルシャフト２８に出力され、後輪２
９が駆動する。In this vehicle, the front wheels are always driven and the rear wheels are driven when necessary. A transaxle 22 attached to one side of the engine 21 is equipped with a transmission and a transfer, and the power from the engine 21 is transferred to the axle shaft 23. to drive the front wheels 24, and the first
Output to propeller/yaft 25. The first propeller shaft 25 is connected to the second propeller shaft 26 via the driving force transmission device 10, and both shafts 25, 26
When the torque can be transmitted, the power is output to the axle shaft 28 via the rear differential 27, and the power is transmitted to the rear wheels 2.
9 is driven.

しかして、駆動力伝達装置１σは外側回転部材であるア
ウタケース１１およびエンドカバー１５と、内側回転部
材であるインナシャフト１２からなる環状の作動室内に
押圧力発生手段１０ａおよび摩擦クラッチ１０ｂを備え
ている。Thus, the driving force transmission device 1σ includes a pressing force generating means 10a and a friction clutch 10b in an annular working chamber consisting of an outer case 11 and an end cover 15, which are outer rotating members, and an inner shaft 12, which is an inner rotating member. There is.

アウタケース１１は所定長さの筒部１１ａの一端に内向
７ランノ部１１ｂを備え、筒部１１８の他端開口部にエ
ンドカバー１５が螺着されている。The outer case 11 includes a cylindrical portion 11a having a predetermined length, and an inward seven-runway portion 11b at one end, and an end cover 15 is screwed onto the opening at the other end of the cylindrical portion 118.

インナンヤフト１２は所定長さの段付きの筒部１２ａの
中間部外周に外向フランジ部１２ｂを備え、フランジ部
１２ｂの外周には軸方向へ延びる外スプライン部１２ｃ
が形成され、かつ筒部１２８の一端側内周には軸方向へ
延びる内スプライン部１２ｄが形成されている。かかる
インナシャフト１２においては、その筒部１２ａの一端
がアウタケース１１の内向フランツ部１１１）の内孔内
に、かつその他端がエンドカバー１５の内孔内に液密的
かつ回転可能に嵌合されて支持されている。インナンヤ
フト１２はその内スプライン部１２ｄにて第２プロペラ
ンヤフト２６の先端部のスプライン２６ａに嵌合して固
定され、かつアウタケース１１は第１プロペラシヤフト
２５の後端に固定されている。The inner shaft 12 includes an outward flange part 12b on the outer periphery of the intermediate part of a stepped cylinder part 12a having a predetermined length, and an outer spline part 12c extending in the axial direction on the outer periphery of the flange part 12b.
is formed, and an internal spline portion 12d extending in the axial direction is formed on the inner periphery of one end of the cylindrical portion 128. In this inner shaft 12, one end of the cylindrical portion 12a is fitted into the inner hole of the inwardly directed flange portion 111) of the outer case 11, and the other end is fitted into the inner hole of the end cover 15 in a fluid-tight and rotatable manner. and is supported. The inner shaft 12 is fixed at its inner spline portion 12d by fitting into the spline 26a at the tip of the second propeller shaft 26, and the outer case 11 is fixed to the rear end of the first propeller shaft 25.

押圧力発生手段１０ａは作動ピストン１３およびロータ
１４を備え、かつ摩擦クラッチ１０ｂは湿式多板クラッ
チ式のもので、多数のクラッチプレート１６およびクラ
ッチディスク１７を備える。The pressing force generating means 10a includes an operating piston 13 and a rotor 14, and the friction clutch 10b is of a wet type multi-plate clutch type, and includes a large number of clutch plates 16 and clutch discs 17.

各クラッチプレート１６はその外周のスプライン部をア
ウタケース１１の内周に設けたスプライン部１１ｃに嵌
合されて、同ケース１１に一体回転可能かつ軸方向へ移
動可能に組付けられている。Each clutch plate 16 has a spline portion on its outer periphery fitted into a spline portion 11c provided on the inner periphery of the outer case 11, and is assembled to the case 11 so as to be integrally rotatable and movable in the axial direction.

各クラッチディスク１７はその内周のスプライン部をイ
ンナシャフト１２の外スプライン部１２ｃに嵌合されて
各クラッチプレート１６間に位置し、同／ヤフト１２に
一体回転可能かつ軸方向へ移動可能に組付けられている
。これらのクラ、チプレート１６およびクラッチディス
ク１７の収容室Ｒ１にはクラッチ用オイルと気体とが所
定量封入されている。Each clutch disc 17 has a spline portion on its inner circumference fitted into an outer spline portion 12c of the inner shaft 12, is located between each clutch plate 16, and is assembled to the shaft 12 so as to be rotatable and movable in the axial direction. It is attached. A predetermined amount of clutch oil and gas are sealed in the housing chamber R1 of the clutch, tip plate 16, and clutch disc 17.

押圧力発生手段１０ａを構成する作動ピストン１３はア
ウタケース１１の筒部１１ａの他端側内周に液密的に一
体回転可能かつ軸方向へ摺動可能に、またインナンヤフ
ト１２に対してはその外周に液密的に回転可能かつ軸方
向へ摺動可能にそれぞれ組付けられていて、その他側面
にて図示最右端のクラッチプレート１６に当接している
。ロータ１４は第１図および第２図に示すように、環状
ボス部１４ａの外周の互に１８０°離れた部位にて半径
方向へ延びる２枚のベーン部１４ｂをｌｆｉ工、環状ボ
ス部１４ａにてインナシャフト１２の筒部１２ａ外周に
嵌合され、同／ヤフト１２に対して一体回転可能に組付
けられている。かかるロータ１４は作動ピストン１３の
一側に設けた環状凹所１３ａの深さと略同じ厚みに形成
されていて、環状凹所１３ａ内に嵌合している。エンド
カバー１５はインナシャフト１２の筒部１２８の他端側
外周に液密的に軸方向へ摺動可能かつ回転可能に嵌合さ
れ、アウタケース１１に対しては進退可能に螺着され、
かつ液密的となっている。かかるエンドカバー１５にお
いては、軸方向の位置調整がなされてアウタケース１１
にカシメ手段にて固定され、その−側面１５ａにて作動
ピストン１３の側の環状外縁面に当接し、その−側面１
５ａと作動ピストン１３の環状凹所１３ａとによりロー
タ１４が位置する流体室を形成している。この流体室内
にはンリフンオイル等高粘性流体が封入されており、ま
たロータ１４はそのベーン部１４ｂの外周を環状凹所１
３ａの内周に液密的に接触させ、流体室内を２つの滞留
室Ｒ２に区画し５ている。The actuating piston 13 constituting the pressing force generating means 10a is rotatable integrally with the inner periphery of the other end side of the cylindrical portion 11a of the outer case 11 in a fluid-tight manner and slidable in the axial direction, They are respectively assembled to the outer periphery so as to be rotatable and slidable in the axial direction in a liquid-tight manner, and the other side is in contact with the clutch plate 16 at the rightmost end in the figure. As shown in FIGS. 1 and 2, the rotor 14 has two vanes 14b extending in the radial direction at parts 180° apart from each other on the outer periphery of the annular boss 14a. The inner shaft 12 is fitted onto the outer periphery of the cylindrical portion 12a of the inner shaft 12, and is assembled to the shaft 12 so as to be able to rotate integrally therewith. The rotor 14 is formed to have approximately the same thickness as the depth of an annular recess 13a provided on one side of the actuating piston 13, and is fitted into the annular recess 13a. The end cover 15 is fluid-tightly fitted to the outer periphery of the other end side of the cylindrical portion 128 of the inner shaft 12 so as to be slidable and rotatable in the axial direction, and is screwed to the outer case 11 so as to be movable forward and backward.
It is also liquid-tight. In such an end cover 15, the position of the outer case 11 is adjusted in the axial direction.
is fixed by caulking means to the side surface 15a thereof, which abuts the annular outer edge surface on the side of the actuating piston 13;
5a and the annular recess 13a of the working piston 13 form a fluid chamber in which the rotor 14 is located. A highly viscous fluid such as oil is sealed in this fluid chamber, and the rotor 14 has an annular recess 1 around the outer periphery of its vane portion 14b.
It is brought into liquid-tight contact with the inner periphery of 3a, and the fluid chamber is divided into two retention chambers R2.

しかして、本実施例においては作動ピストン１３におけ
る流体室側に環状の連通孔１３ｂと組付孔１３ｃが設け
られていて、差動ピストン１３の一側面に嵌着された環
状のカバー１３６にて覆蓋されている。組付孔１３ｃは
互いに１８０°離れた位置にあって連通孔１３ｂを貫通
し、その内部に重錘１８と圧縮バネ１９とが組付けられ
ている。Therefore, in this embodiment, an annular communication hole 13b and an assembly hole 13c are provided on the fluid chamber side of the working piston 13, and an annular cover 136 fitted to one side of the differential piston 13 is provided. It's covered. The assembly holes 13c are located 180° apart from each other and pass through the communication hole 13b, and a weight 18 and a compression spring 19 are assembled therein.

重錘１８はバネ１９の付勢力にて径内方へ移動している
。カバー１３６には４つの開口部１３ｅ、１３ｆが互い
に等間隔に設けられていて、第１開口部１３ｅは連通孔
１３ｂに開口し、かつ第２開口部１３ｆは連通孔１３ｂ
と組付孔１３ｅとに開口している。第２開口部１３ｆは
重錘１８の内方位置より径外方に位置し、遠心力にて重
錘１８が径外方へ移動すると閉鎖される。これら第１開
口部１３ｅおよび第２開口部１３ｆは、ロータ１４の回
転によりベーン部１４ｂの上流側と下流側とに交互に位
置する。The weight 18 is moved radially inward by the biasing force of the spring 19. The cover 136 has four openings 13e and 13f provided at equal intervals, the first opening 13e opening into the communication hole 13b, and the second opening 13f opening into the communication hole 13b.
and the assembly hole 13e. The second opening 13f is located radially outward from the inner position of the weight 18, and is closed when the weight 18 moves radially outward due to centrifugal force. These first openings 13e and second openings 13f are alternately located on the upstream and downstream sides of the vane portion 14b as the rotor 14 rotates.

かかる構成の駆動力伝達装置１０においては、第１、第
２両プロペラシャフト２５．　２６　間ｉ：所定以上の
相対回転が生じるとトルク伝達がなされる。車両が停止
または低速走行状態にある場合、両プロペラシャフト２
５．２６の回転は小さく、重錘１８に作用する遠心力が
小さい。このため、第２開口部１３ｆは開口していて流
体室におけるロータ１４のベーン部１４ｂの上流側と下
流側とを互いに連通させている。この結果、ベーン部１
４ｂの上流側に発生する圧力は下流側にリークされ、た
とえ両ンヤフト２５，２６間に相対回転が生じてもアウ
タケース１１からインナシャフト１２ヘトルクの伝達は
なく、低速旋回時にタイトコーナブレーキング現象の発
生は防止される。In the driving force transmission device 10 having such a configuration, both the first and second propeller shafts 25. 26 Interval i: Torque is transmitted when a relative rotation of a predetermined value or more occurs. When the vehicle is stopped or running at low speed, both propeller shafts 2
The rotation of 5.26 is small, and the centrifugal force acting on the weight 18 is small. Therefore, the second opening 13f is open and allows the upstream and downstream sides of the vane portion 14b of the rotor 14 in the fluid chamber to communicate with each other. As a result, vane part 1
The pressure generated on the upstream side of shaft 4b leaks to the downstream side, and even if relative rotation occurs between the two shafts 25 and 26, no torque is transmitted from the outer case 11 to the inner shaft 12, resulting in tight corner braking during low-speed turns. occurrence is prevented.

一方、車速が漸次増大すると、両プロペラシャフ）２５
．２６の回転が漸次増大して重錘１８に作用する遠心力
が大きくなって、重錘１８は径外方へ移動する。この結
果、第２開口部１３ｆは閉鎖されベーン部１４ｂの上流
側と下流側との連通が遮断される。しかして、両プロペ
ランヤフト２５．２６間に相対回転が生じると、第１プ
ロペラシヤフト２５に一体回転可能に組付けられている
アウタケース１１、作動ピストン１３およびエンドカバ
ー１５と、第２プロペラシヤフト２６に一体回転可能に
組付けられているインナシャフト１２およびロータ１４
との間に相対回転が生じる。On the other hand, as the vehicle speed gradually increases, both propeller shafts)25
．． As the rotation of the weight 26 gradually increases, the centrifugal force acting on the weight 18 increases, and the weight 18 moves radially outward. As a result, the second opening 13f is closed and communication between the upstream side and the downstream side of the vane portion 14b is cut off. Therefore, when relative rotation occurs between the two propeller shafts 25 and 26, the outer case 11, the operating piston 13, and the end cover 15, which are integrally rotatably assembled to the first propeller shaft 25, and the second propeller shaft 26 are rotated. Inner shaft 12 and rotor 14 assembled to be able to rotate together
A relative rotation occurs between the two.

従って、押圧力発生手段１０ａの流体室内においては、
滞留室Ｒ２内の粘性流体が相対回転数に比例した速度に
て強制的に流動させられ、周方向に順次相対移行する滞
留室Ｒ２内では流動抵抗に起因してベーン部１４ｂの下
流側端から次のベーン部１４ｂの上流側端に向って漸次
増圧される圧力分布が発生する。この圧力分布の増圧部
分は差動回転数に比例して増大するもので、作動ピスト
ン１３を軸方向へ押圧する。この結果、作動ピストン１
３は摩擦クラッチ１０ｂを押圧し、各クラブチプレート
１６とタラノチディス月７をクラッチ用オイルを介して
摩擦係合させる。これにより、摩擦クラッチ１０ｂにお
いては差動回転数に比例したトルクをアウタケース１１
がらインナシャフト１２に伝達味　車両は４輪駆動状態
となる。Therefore, in the fluid chamber of the pressing force generating means 10a,
The viscous fluid in the retention chamber R2 is forced to flow at a speed proportional to the relative rotational speed, and in the retention chamber R2, which moves relative to each other in the circumferential direction, due to flow resistance, the viscous fluid flows from the downstream end of the vane portion 14b. A pressure distribution is generated in which the pressure is gradually increased toward the upstream end of the next vane portion 14b. The increased pressure portion of this pressure distribution increases in proportion to the differential rotation speed, and presses the actuating piston 13 in the axial direction. As a result, the working piston 1
3 presses the friction clutch 10b to frictionally engage each clutch plate 16 and the taranochidis 7 through the clutch oil. As a result, in the friction clutch 10b, a torque proportional to the differential rotation speed is applied to the outer case 11.
However, the vehicle is in a four-wheel drive state.

なお、上記実施例においてはロータ１４を作動ピストン
１３とエンドカバー１５との間に配設した例について示
したが、ロータ１４をアウタケース１１の底壁と作動ピ
ストン１３との間に配設し、同作動ピストン１３とエン
ドカバー１５との間に摩擦クラッチＩＯｂを配設しても
よい。また、連通孔＋　３　ｂ、　　組付孔１３Ｃ１開
口部＋３ｅ、１３ｆ、重錘１８及びバネ１９を作動ピス
トン１３側に換えて、エンドカバー１５またはアウタケ
ース１１の低壁側に設けてもよい。In the above embodiment, the rotor 14 is disposed between the actuating piston 13 and the end cover 15, but the rotor 14 may be disposed between the bottom wall of the outer case 11 and the actuating piston 13. , a friction clutch IOb may be disposed between the actuating piston 13 and the end cover 15. Furthermore, the communication hole + 3 b, the openings + 3 e and 13 f of the assembly hole 13C1, the weight 18 and the spring 19 may be provided on the end cover 15 or the lower wall side of the outer case 11 instead of on the operating piston 13 side.

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

第１図は本発明の一実施例にかかる駆動力伝達装置の断
面図、第２図は第１図の矢印ｎ−ｎ線方向のロータを取
除いた状態の断面図、第３図は同装置を採用した車両の
概略図である。 符　　号　　の　　説　　明 １０・・・駆動力伝達装置、１０ａ・・・押圧力発生手
段、１０ｂ・・・摩擦クラッチ、１１・・アウタケース
、１２・・・インナンヤフト、１３・・・作動ピストン
、１３ｂ・・・連通孔、１３ｅ、　＋３ｆ・・・開口部
、１４・・・ロータ、１４ｂ・・・ベーン部、１５・・
・エンドカバー１６・・・クラッチプレート、１７・・
・クラッチディスク、１８・・・重錘、１９・・・バネ
、２５．２６・・・プロベランヤフト、Ｒ２・・・滞留
室 （流体室）。FIG. 1 is a sectional view of a driving force transmission device according to an embodiment of the present invention, FIG. 2 is a sectional view taken in the direction of arrow nn in FIG. 1 with the rotor removed, and FIG. 3 is the same sectional view. 1 is a schematic diagram of a vehicle employing the device. Explanation of symbols 10... Drive force transmission device, 10a... Pressing force generating means, 10b... Friction clutch, 11... Outer case, 12... Inner shaft, 13... Operating piston, 13b ...Communication hole, 13e, +3f...Opening, 14...Rotor, 14b...Vane part, 15...
・End cover 16...Clutch plate, 17...
- Clutch disk, 18... Weight, 19... Spring, 25.26... Provelan Yaft, R2... Retention chamber (fluid chamber).

Claims (1)

【特許請求の範囲】[Claims] 同軸的かつ相対回転可能に位置する内外両回転部材間に
配設され、これら両回転部材の相対回転により作動して
両回転部材をトルク伝達可能に連結する摩擦係合力を発
生させるとともに付与される軸方向の押圧力に応じて前
記摩擦係合力を増減させる摩擦クラッチ、および両回転
部材の相対回転に応じた軸方向の押圧力を発生させて前
記摩擦クラッチに付与する押圧力発生手段を備え、同押
圧力発生手段を、前記両回転部材間に液密的に軸方向へ
摺動可能かつ外側回転部材に一体回転可能に組付けられ
て前記摩擦クラッチの一側に対向する作動ピストンと、
前記外側回転部材と前記作動ピストン間に形成されて軸
方向に所定間隔を有し粘性流体が封入される流体室と、
半径方向へ延びる１または複数のベーン部を備え前記流
体室にて前記内側回転部材に一体回転可能に組付けられ
たロータとにより構成してなる駆動力伝達装置において
、前記流体室の周壁を形成する前記作動ピストンまたは
外側回転部材に、前記流体室における前記ロータのベー
ン部の上流側と下流側とにそれぞれ開口する一対の開口
部とこれら開口部を互いに連通させる連通孔を設けると
ともに、遠心力の作用にて径外方へ移動して前記両開口
部のいずれか一方を閉鎖する重錘を径内方へバネ付勢し
て配設したことを特徴とする駆動力伝達装置。It is disposed between the inner and outer rotating members that are coaxially and relatively rotatably positioned, and is actuated by the relative rotation of these rotating members to generate and apply a frictional engagement force that connects the two rotating members so that torque can be transmitted. A friction clutch that increases or decreases the friction engagement force in accordance with an axial pressing force, and a pressing force generating means that generates an axial pressing force in accordance with the relative rotation of both rotating members and applies it to the friction clutch, an actuating piston in which the pressing force generating means is slidable fluid-tightly in the axial direction between the two rotary members and integrally rotatably assembled with the outer rotary member, and is opposed to one side of the friction clutch;
a fluid chamber formed between the outer rotating member and the actuating piston, having a predetermined interval in the axial direction and enclosing a viscous fluid;
A driving force transmission device comprising one or more vane portions extending in a radial direction and a rotor integrally rotatably assembled to the inner rotating member in the fluid chamber, forming a peripheral wall of the fluid chamber. The actuating piston or the outer rotary member is provided with a pair of openings opening upstream and downstream of the vane portion of the rotor in the fluid chamber, and a communication hole that communicates these openings with each other, and A driving force transmission device characterized in that a weight that moves radially outward to close either one of the openings is biased radially inward by a spring.