JPH0483925A - Driving force transmission device - Google Patents

Abstract

PURPOSE:To make the startup property of transmission torque extremely good by interposing a resistive member made of elastomer between two members that relatively rotate each other. CONSTITUTION:An annular groove 11d is formed on the side of an inner hole of the inward flange part 11b of an outer case 11, and a resistive ring 18 made of elastomer is fitted to the said annular groove 11d. A resistive ring 18 like this closely contacts the outer circumference of the tube part 12a of an inner shaft 12 at its inner circumference, generating transmission torque between these both 11, 12 when relative rotation occurred between the outer case 11 and the inner shaft 12. Since the aforementioned resistive member always generates transmission torque between two members that relatively rotate in a driving force transmission device having construction like this, it compensates the torque transmission caused by looseness in an area of dead band, and satisfactorily maintains the relation between time and transmission torque in the initial stage of generation of differential rotation.

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シャルに介装され
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、同軸的かっ
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、前記摩擦クラッ
チを構成する各クラッチプレートがその外スプライン部
にて前記外側回転部材の内スプライン部に嵌合され、か
つ各クラッチディスクがその内スプライン部にて前記内
側回転部材に一体回転可能に組付けられている駆動力伝
達装置がある。However, as a conventional driving force transmission device,
As shown in Japanese Patent No. 240429, it is arranged between both inner and outer rotating members 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 both rotating members and applying it to the friction clutch. There is a driving force transmission device that is fitted into an internal spline portion of a member, and each clutch disk is assembled to the internal rotating member at the internal spline portion so as to be integrally rotatable therewith.

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。この圧力は摩擦クラッチを押圧し
て同クラブチに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。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, a pressure corresponding to the differential rotation speed is generated in the pressing force generating means. This pressure presses the friction clutch and generates a frictional engagement force that connects both rotating members to the friction clutch 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.

しかして、かかる状態の駆動力伝達装置において、差動
回転の発生初期における時間と伝達トルクとの関係は理
論的には第４図のグラフＡに示す状態となる。また、か
かる駆動力伝達装置を実際に四輪駆動車の駆動力伝達装
置として使用する場合には、各クラ・ｌチプレートと各
フランチデスク間にプレトルクを付与し、差動回転の発
生初期における時間と伝達トルクとの関係を同図のグラ
フＢに示す関係にして、車両の直進走行時の安定性の一
層の向上を意図している。Therefore, in the driving force transmission device in such a state, the relationship between the time and the transmitted torque at the initial stage of differential rotation is theoretically as shown in graph A in FIG. 4. In addition, when such a driving force transmission device is actually used as a driving force transmission device for a four-wheel drive vehicle, a pre-torque is applied between each clutch plate and each flange desk, and the time at the initial stage of differential rotation is The relationship between the torque and the transmitted torque is set to the relationship shown in graph B in the same figure, with the intention of further improving the stability of the vehicle when traveling straight.

（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、
外側回転部材と摩擦クラッチを構成する各クラッチプレ
ート間、および内側回転部材と摩擦クラッチを構成する
各クラッチディスク間にガタが存在し、たとえ各クラッ
チプレートと各クラッチディスク間にプレトルクが付与
されていてもこれらのガタが作動ピストンによる押圧初
期の摩擦クラッチの作動開始を妨げることになる。この
結果、実際には差動回転の発生初期における時間と伝達
トルクとの関係は第４図のグラフＣのごとく悪くなり、
差動回転の発生初期においては差動回転に対応した伝達
トルクが得られない。従って、本発明の目的はかかる問
題に対処することにある。(Problems to be Solved by the Invention) By the way, in the above-mentioned type of driving force transmission device,
There is play between the outer rotating member and each clutch plate that makes up the friction clutch, and between the inner rotating member and each clutch disk that makes up the friction clutch, and even if a pre-torque is applied between each clutch plate and each clutch disk. These backlashes also prevent the friction clutch from starting to operate at the initial stage of pressing by the operating piston. As a result, the relationship between time and transmitted torque at the initial stage of differential rotation actually deteriorates as shown in graph C in Figure 4.
At the initial stage of differential rotation, the transmission torque corresponding to the differential rotation cannot be obtained. It is therefore an object of the present invention to address such problems.

（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
摩擦クラ・ツチを除く互いに相対回転する２部材間にエ
ラストマーからなる抵抗部材を介在させたことを特徴と
するものである。(Means for Solving the Problems) The present invention is characterized in that, in the driving force transmission device of the type described above, a resistance member made of an elastomer is interposed between two members that rotate relative to each other, excluding the friction clutch. It is something to do.

（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、前記抵抗部材
が差動回転時常に相対回転する２部材間にて伝達トルク
をを発生させるため、かかる伝達トルクが摩擦クラッチ
の各クラッチプレートと外側回転部材間、および各クラ
ッチディスクと内側回転部材間のガタに起因する不惑帯
域におけるトルク伝達を補償し、差動回転の発生初期に
おける時間と伝達トルクとの関係を第４図のグラフＢに
示す関係に保持する。かかる場合において、プレトルク
は抵抗部材に起因する伝達トルクである。また、差動回
転の発生初期における差動回転の加速度とプレトルクと
の関係は第５図のグラフに示す通りとなり、伝達トルク
の立上がり特性が極めて良好となる。(Operations and Effects of the Invention) In the driving force transmission device having such a configuration, since the resistance member generates a transmission torque between the two members that constantly rotate relative to each other during differential rotation, the transmission torque is transmitted to each of the friction clutches. The relationship between time and transmitted torque at the initial stage of differential rotation is shown in Fig. 4 by compensating for torque transmission in the unstable zone caused by play between the clutch plate and the outer rotating member and between each clutch disc and the inner rotating member. The relationship shown in graph B is maintained. In such cases, the pre-torque is the transmitted torque due to the resistance member. Further, the relationship between the acceleration of the differential rotation and the pre-torque at the beginning of the generation of the differential rotation is as shown in the graph of FIG. 5, and the rising characteristics of the transmitted torque are extremely good.

（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１１０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 110 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の一側ニ組付けたトラ
ンスアクスル２２はトランスミノシランおよびトランス
ファを備え、エンジン２１が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
プロペラシヤフト２５に出カスる。第１プロペラシヤフ
ト２５は駆動力伝達装置ｌＯを介して第２プロペラシヤ
フト２６に連結していて、これら両ンヤフ１−２５．２
６がトルク伝達可能な場合動力がリャディファレンンヤ
ル２７を介してアクスルシャフト２８に出力され、後輪
２９が駆動する。In this vehicle, the front wheels are always driven and the rear wheels are driven when necessary, and the transaxle 22 attached to one side of the engine 21 is equipped with transminosilane and a transfer, and the power from the engine 21 is transferred to the axle shaft 23. The output drives the front wheels 24, and the first
Propeller shaft 25 is damaged. The first propeller shaft 25 is connected to a second propeller shaft 26 via a driving force transmission device lO, and both shafts 1-25.2
6 is capable of transmitting torque, power is output to the axle shaft 28 via the rear differential wheel 27, and the rear wheels 29 are driven.

しかして、駆動力伝達装置１０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 10 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ランジ部１１ｂを備え、筒部１１ａの他端開口部にエ
ンドカバー１５が螺着されている。インナシャフト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Ｌ２ｅが形成され、かつ筒
部１２ａ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１２　ａの一端がアウタケース１
１の内向フランジ部１１ｂ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。インナシャフト１２はその内ス
プライン部１２ｄにて第２プロペラシヤフト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プロペランヤフト２５の後端に固定さ
れている。The outer case 11 includes a cylindrical portion 11a having a predetermined length and an inwardly directed seven flange portion 11b at one end, and an end cover 15 is screwed onto the opening at the other end of the cylindrical portion 11a. Inner shaft 12
is provided with an outward flange portion 12b on the outer periphery of the intermediate portion of the stepped cylindrical portion 12a of a predetermined length, an outer spline portion L2e extending in the axial direction is formed on the outer periphery of the flange portion 12b, and an inner spline portion L2e on one end side of the cylindrical portion 12a is formed on the outer periphery of the flange portion 12b. An internal spline portion 12d extending in the axial direction is formed on the periphery. Such inner shaft 12
In this case, one end of the cylindrical portion 12a is connected to the outer case 1.
The end cover 15 is fluid-tightly and rotatably fitted into the inner hole of the inward flange portion 11b, and the other end thereof is supported in the inner hole of the end cover 15. 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ＩＱａ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。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エ１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
。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開に位置し、同シャフト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。これらのクラッチプレート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。The pressing force generating means IQa 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. 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 1, and is assembled to the case 11 so as to be integrally rotatable and movable in the axial direction. Each clutch disc 17 has a spline portion on its inner circumference fitted into an outer spline portion 12c of the inner shaft 12, and each clutch plate 16 is positioned in an open position.
It is assembled to be rotatable and movable in the axial direction. A predetermined amount of clutch oil and gas are sealed in the storage chamber R1 of the clutch plate 16 and the 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、またインナシャフ
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
１３ａ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Ｍ　ｘｔｂを備え、環
状ボス部１４ａにてインナンヤフト１２の筒部１２ｍ外
周に嵌合され、同シャフト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１
３の一側に設けた環状凹所１３ｂの深さと略同じ厚みに
形成されていて、環状凹所１３ｂ内に嵌合している。エ
ンドカバー１５はインナンヤフト１２の筒部１２ａ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に力ンメ手段にて固定され、その−側面１５ａにて
作動ピストン１３の一側の環状外縁面１３ｃに当接し、
その−側面１５ａと作動ピストン１３の環状凹所１３ｂ
とによりロータ１４が位置する流体室を形成している。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 is slidable in the axial direction. They are respectively assembled to the outer periphery thereof in a fluid-tight manner so as to be rotatable and slidable in the axial direction, and the other side surface 13a 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 includes two vanes M xtb extending in the radial direction at positions 180° apart from each other on the outer periphery of the annular boss portion 14a. It is fitted onto the outer periphery of the cylindrical portion 12m of the inner shaft 12 and is assembled to be rotatable integrally with the shaft 12. Such a rotor 14 is the working piston 1
It is formed to have approximately the same thickness as the depth of the annular recess 13b provided on one side of the ring 3, and is fitted into the annular recess 13b. The end cover 15 is fitted to the outer periphery of the other end side of the cylindrical portion 12a of the inner shaft 12 so as to be slidable and rotatable in the axial direction in a liquid-tight manner, and is screwed to the outer case 11 so as to be movable in the forward and backward directions. It has become very close. Such an end cover 15
, the position of the piston is adjusted in the axial direction and fixed to the outer case 11 by force means, and its -side surface 15a abuts the annular outer edge surface 13c of one side of the actuating piston 13,
Its side surface 15a and the annular recess 13b of the working piston 13
These form a fluid chamber in which the rotor 14 is located.

この流体室内にはシリコ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１３ｂの内周に液密的に接触させ、流体室内
を２つの滞留室Ｒ２に区画している。This fluid chamber is filled with a highly viscous fluid such as silicone oil, and the rotor 14 has the outer periphery of its vane portion 14b in liquid-tight contact with the inner periphery of the annular recess 13b, and the fluid chamber is divided into two retention chambers. It is divided into R2.

しかして、本実施例においてはアウタケース１１の内向
フランジ部１１ｂの内孔側に環状溝ｌｉｄが形成されて
いて、同環状溝ｌｉｄにエラストマーからなる抵抗リン
グ１８が嵌着されている。かかる抵抗リング１８はその
内周にてインナシャフト１２の筒部１２ａの外周に密接
していて、アウタケース１１とインナシャフト１２間に
相対回転が発生した場合にはこれら両者１１．１２間に
て伝達トルクを発生させる。In this embodiment, an annular groove lid is formed on the inner hole side of the inward flange portion 11b of the outer case 11, and a resistance ring 18 made of an elastomer is fitted into the annular groove lid. The resistance ring 18 has its inner circumference in close contact with the outer circumference of the cylindrical portion 12a of the inner shaft 12, and when relative rotation occurs between the outer case 11 and the inner shaft 12, the resistance ring 18 is in close contact with the outer circumference of the cylindrical portion 12a of the inner shaft 12. Generates transmission torque.

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間に相対回転が生じる
とトルク伝達がなされる。すなわち、これら両ンヤフト
２５，２６に相対回転が生じると、第１プロペラ／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
ＩＬ　　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／ナフト１２およびロータエ４との間に相
対回転が生じる。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、作動ピストンエ３を軸方同へ押圧する。In the driving force transmission device 10 having such a configuration, torque is transmitted when relative rotation occurs between the first and second propeller shafts 25,26. That is, when a relative rotation occurs between these two shafts 25 and 26, the outer case IL, the operating piston 13 and the end cover 15, which are assembled to be able to rotate integrally with the first propeller/yaft 25,
Relative rotation occurs between the inner/naft 12 and the rotor 4, which are assembled to the second propeller shaft 26 so as to be integrally rotatable. 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 the viscous fluid in the retention chamber R2 moves relative to each other sequentially in the circumferential direction. Due to the resistance, a pressure distribution is generated in which the pressure is gradually increased from the downstream end of the vane section 14b to the upstream end of the next vane section 14b. The pressure increasing portion of this pressure distribution increases in proportion to the differential rotation speed, and presses the working piston 3 in the same axial direction.

この結果、作動ピストン１３は摩擦クラッチＪｏｂを押
圧し、各クラッチプレート１６とクラッチディスク１７
をクラッチ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ｔａｂ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からインナンヤフト１２に伝
達し、車両は４輪駆動状態となる。As a result, the actuating piston 13 presses the friction clutch Job, and each clutch plate 16 and clutch disc 17
are frictionally engaged via clutch oil. As a result, in the friction clutch tab, torque proportional to the differential rotation speed is transmitted from the outer case 11 to the inner shaft 12, and the vehicle enters a four-wheel drive state.

また、この４輪駆動状態においては前後輪の差動回転を
許容し、タイトコーナブレーキング現象の発生も防止さ
れる。Furthermore, in this four-wheel drive state, differential rotation between the front and rear wheels is allowed, and tight corner braking is also prevented from occurring.

ところで、当該駆動力伝達装置１０においては抵抗リン
グ１８が差動回転時字に相対回転するアウタケース１１
とインナシャフト１２間にて伝達トルクを発生させるた
め、かかる伝達トルクが摩擦クラ。By the way, in the driving force transmission device 10, the resistance ring 18 rotates relative to the outer case 11 during differential rotation.
Since the transmission torque is generated between the inner shaft 12 and the inner shaft 12, this transmission torque causes a friction crack.

チｌＯｂの各クラッチプレート１６とアウタケース１１
間、および各クラッチディスク１７とインナシャフト１
２間のガタに起因する不感帯域におけるトルク伝達を補
償し、差動回転の発生初期における時間と伝達トルクと
の関係を第４図のグラフＢに示す関係に保持する。かか
る場合において、プレトルクは抵抗リング１８に起因す
る伝達トルクである。また、差動回転の発生初期におけ
る差動回転の加速度と伝達トルクとの関係は第５図のグ
ラフに示す通りとなり、伝達トルクの立上がり特性が極
めて良好となる 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１゜ｂを配設しても
よい。また、抵抗リングＩ８は摩擦クラッチ１０ｂを除
く互いに相対回転する適宜の２部材間に配設することが
できる。Each clutch plate 16 and outer case 11 of CHIOB
between each clutch disc 17 and inner shaft 1
The torque transmission in the dead zone caused by the play between the two is compensated, and the relationship between the time and the transmitted torque at the initial stage of differential rotation is maintained at the relationship shown in graph B of FIG. 4. In such a case, the pre-torque is the transmitted torque due to the resistance ring 18. Further, the relationship between the acceleration of the differential rotation and the transmitted torque at the initial stage of the generation of the differential rotation is as shown in the graph of FIG. 5, and the rising characteristics of the transmitted torque are extremely good. The rotor 14 is arranged between the bottom wall of the outer case 11 and the working piston 13, and the rotor 14 is arranged between the working piston 13 and the end cover 15. A friction clutch 1°b may be provided between the two. Further, the resistance ring I8 can be disposed between any two members that rotate relative to each other, except for the friction clutch 10b.

【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ががる駆動力伝達装置の断
面図、第２図は第１図の矢印ｎ−ｎ線方向の断面図、第
３図は間装蓋を採用した車両の概略図、第４図は差動回
転の発生初期における時間と伝達トルクとの関係を示す
グラフ、第５図は差１３・・・作動ピストン、１４・・
・ロー９．１４ｂ・・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・・・抵抗リング、２５．２６・・・プ
ロペラシャフト、Ｒ１・・・クラッチ収容室、Ｒ２・・
・滞留室（流体室）。Fig. 1 is a cross-sectional view of a driving force transmission device according to an embodiment of the present invention, Fig. 2 is a cross-sectional view taken in the direction of the arrow n-n in Fig. 1, and Fig. 3 is a cross-sectional view of a driving force transmission device according to an embodiment of the present invention. A schematic diagram of the vehicle, Fig. 4 is a graph showing the relationship between time and transmitted torque at the initial stage of differential rotation, and Fig. 5 shows the difference 13...actuating piston, 14...
・Low 9.14b... Vane part, 15... End cover 16... Clutch plate, 17... Clutch disc, 18... Resistance ring, 25.26... Propeller shaft, R1... Clutch storage chamber, 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、前記
摩擦クラッチを構成する各クラッチプレートがその外ス
プライン部にて前記外側回転部材の内スプライン部に嵌
合されて同外側回転部材に一体回転可能に組付けられ、
かつ各クラッチディスクがその内スプライン部にて前記
内側回転部材に一体回転可能に組付けられている駆動力
伝達装置において、前記摩擦クラッチを除く互いに相対
回転する２部材間にエラストマーからなる抵抗部材を介
在させ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, Each clutch plate constituting the friction clutch is fitted at its outer spline portion to the inner spline portion of the outer rotating member and is assembled to the outer rotating member so as to be integrally rotatable;
In a driving force transmission device in which each clutch disc is integrally rotatably assembled with the inner rotating member at its inner spline portion, a resistance member made of an elastomer is provided between two members that rotate relative to each other except the friction clutch. A driving force transmission device characterized in that a driving force transmission device is provided.