JPH05112153A - Driving force transmitting device for vehicle - Google Patents

Abstract

PURPOSE:To provide a driving force transmitting device which can give differential function and function to restrict the differential function to the transfer of a vehicle to transmit strong driving force even in a low speed range. CONSTITUTION:An inner member 2 connected to a front differential is fitted in an outer wheel 1 connected to the output side of transfer, and a sprag 15 engaging with engaging faces 6, 7 assembled in a stationary holder 8 and a rotatable holder 9 which are provided between the outer wheel 1 and the inner member 2. Both the holders 8,9 are connected through a clearance in rotational direction so that they may rotate together, and differential means 20 to give decelerating force is connected to the holder 9 through a connecting sleeve 19. When the outer wheel 1 rotates, both the holders 8, 9 rotate relatively to engage the sprag 15 with the engaging faces 6, 7 for transmitting the driving force to a front and a rear wheel. When the rotation of the front wheel becomes faster than that of the rear wheel, a clutch causes overrunning to disengage the front wheel from driving action.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】この発明は、車両のトランスファ
と連結してエンジンの駆動力を前輪又は後輪のディファ
レンシャルに伝達する駆動力伝達装置に関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive force transmission device which is connected to a transfer of a vehicle and transmits the drive force of an engine to a differential of front wheels or rear wheels.

【０００２】[0002]

【従来の技術及びその課題】車両において、４輪を直結
した状態でタイトコーナーを旋回すると、前後輪間の旋
回半径の差により速く回ろうとする前輪がスリップし、
あたかもブレーキをかけたような現象が生じる。2. Description of the Related Art In a vehicle, when turning a tight corner in a state where four wheels are directly connected, a front wheel trying to turn faster slips due to a difference in turning radius between front and rear wheels,
The phenomenon occurs as if the brakes were applied.

【０００３】このようなブレーキング現象を無くすた
め、従来の４輪駆動車では、駆動経路上に前後輪のディ
ファレンシャルとは別にセンタデフを設け、前後輪間の
回転差を吸収しているが、ギアを噛み合わせた機械的な
構造をもつセンタデフでは、脱輪等によって一方の車輪
が空転した場合、駆動力がその車輪だけに流れ、接地し
ている他の車輪には全く伝わらない不具合が生じる。In order to eliminate such a braking phenomenon, in a conventional four-wheel drive vehicle, a center differential is provided on the drive path in addition to the differential of the front and rear wheels to absorb the rotational difference between the front and rear wheels. In a center diff having a mechanical structure in which gears are engaged with each other, when one wheel runs idle due to wheel removal or the like, the driving force flows only to that wheel and is not transmitted to the other ground wheels.

【０００４】このため、最近では、前後輪の回転差を吸
収できる差動機能を持つと共に、車輪が空転した際にそ
の差動機能を制限する機能を併せもったセンタデフが開
発されており、その一例として、図６に示すように、高
粘性物質のせん断抵抗を利用するビスカスカップリング
３０を、車両のトランスファＢに連結したものが提案さ
れている。For this reason, recently, a center differential has been developed which has a differential function capable of absorbing the rotational difference between the front and rear wheels and a function of limiting the differential function when the wheel is idling. As an example, as shown in FIG. 6, a viscous coupling 30 utilizing shear resistance of a highly viscous substance is proposed to be connected to a transfer B of a vehicle.

【０００５】このビスカスカップリング３０は、トラン
スファＢのリアデフに連結する出力軸３１と、フロント
デフに連結する出力軸３２との間に回転差が生じると、
内部に収納した高粘性物質３３の内部でせん断抵抗が発
生し、上記回転差に応じて各出力軸３１、３２に駆動力
を伝達する。When the viscous coupling 30 has a rotational difference between the output shaft 31 connected to the rear differential of the transfer B and the output shaft 32 connected to the front differential,
Shear resistance is generated inside the highly viscous substance 33 housed inside, and the driving force is transmitted to the output shafts 31 and 32 according to the rotation difference.

【０００６】しかし、このようなビスカスカップリング
は、トルク伝達に入力側と出力側の間の速度差を利用し
ているため、低速域でのトルク伝達がほとんど見込め
ず、十分な駆動力が得られにくい欠点をもっている。However, since such a viscous coupling utilizes the speed difference between the input side and the output side for torque transmission, torque transmission in a low speed range is hardly expected, and a sufficient driving force is obtained. It has a drawback that it is hard to be caught.

【０００７】また、低速域で大きな伝達トルクを得よう
とすると、粘性抵抗や摩擦力を利用する関係からカップ
リングの容量を大きくする必要があるため、外観形状が
大きくなり、一方、より高い粘度の流体等を用いて伝達
トルク不足に対処しようとすると、低速での旋回時に大
きな引きずりトルクが生じやすい問題がある。Further, if a large transmission torque is to be obtained in the low speed range, the capacity of the coupling needs to be increased due to the use of viscous resistance and frictional force, so that the external shape becomes large, while a higher viscosity is obtained. There is a problem in that a large drag torque is likely to be generated when turning at a low speed when attempting to cope with the shortage of the transmission torque using the fluid or the like.

【０００８】そこで、この発明は、車両のトランスファ
と連結することにより、コンパクトな形状で前後輪間の
回転差を吸収する差動機能と、その差動を制限する機能
を併せもち、低速域においても大きな駆動力を伝達する
ことができる装置を提供することを目的としている。Therefore, the present invention has a differential function of absorbing a rotation difference between the front and rear wheels in a compact shape by connecting with a transfer of a vehicle and a function of limiting the differential, and in a low speed range. Is also intended to provide a device capable of transmitting a large driving force.

【０００９】[0009]

【課題を解決するための手段】上記の課題を解決するた
め、この発明は、外輪とそれに嵌合する内方部材との間
に、外輪又は内方部材との相対回転によって係合子をそ
の外輪と内方部材の対向面間に係合させる保持器を組込
み、その保持器と外輪又は内方部材とを回転方向すき間
を介して共回り可能に連結すると共に、保持器とそれが
連結する外輪又は内方部材との間に回転差を生じさせる
差動手段を設け、上記外輪又は内方部材の一方にトラン
スファの出力側に連結する接続部を、他方にディファレ
ンシャルに連結する接続部をそれぞれ設けた構造とした
のである。In order to solve the above-mentioned problems, the present invention provides an engaging member between an outer ring and an inner member fitted to the outer ring by means of relative rotation of the outer ring or the inner member. And a retainer to be engaged between the opposing surfaces of the inner member and the retainer and the outer ring or the inner member are rotatably connected to each other through a gap in the rotational direction, and the retainer and the outer ring to which the retainer is connected. Alternatively, a differential means for generating a rotational difference between the inner member and the inner member is provided, and one of the outer ring and the inner member is provided with a connecting portion that is connected to an output side of the transfer, and the other is provided with a connecting portion that is differentially connected. It has a different structure.

【００１０】なお、上記の駆動力伝達装置は、装置全体
をトランスファのケース内部に組込むことができる。The driving force transmission device described above can be incorporated into the transfer case.

【００１１】[0011]

【作用】上記の構造において、いま、外輪をトランスフ
ァの出力側に、内方部材をフロントデフに連結し、外輪
と保持器を共回り可能に連結した状態で、トランスファ
の駆動により外輪が回転すると、差動手段の作用により
外輪と保持器が相対回転し、係合子が係合作動位置に移
動する。In the above structure, when the outer ring is rotated by driving the transfer while the outer ring is connected to the output side of the transfer, the inner member is connected to the front differential, and the outer ring and the cage are connected so that they can rotate together. The outer ring and the cage relatively rotate due to the action of the differential means, and the engagement element moves to the engagement operation position.

【００１２】この状態で、トランスファの回転（外輪の
回転）がフロントデフの回転（内方部材の回転）を上回
ると、係合子が係合し、駆動力がフロントデフを介して
前輪に伝えられる。In this state, when the rotation of the transfer (rotation of the outer wheel) exceeds the rotation of the front differential (rotation of the inner member), the engagement element engages and the driving force is transmitted to the front wheel via the front differential. ..

【００１３】一方、タイトコーナの旋回等により前輪の
回転が後輪を上回ると、内方部材の回転が外輪より速く
なるため、係合子に対して内方部材がオーバーランニン
グし、前輪は後輪と切離された状態で回転する。On the other hand, when the rotation of the front wheels exceeds that of the rear wheels due to the turning of a tight corner or the like, the rotation of the inner member becomes faster than that of the outer wheel. It rotates in the separated state.

【００１４】なお、上記の例とは逆に、内方部材をトラ
ンスファに、外輪をフロントデフに連結し、内方部材と
保持器を共回り可能に連結しても、上述と同じ作用を得
ることができる。Contrary to the above example, even if the inner member is connected to the transfer, the outer ring is connected to the front differential, and the inner member and the cage are connected so as to rotate together, the same effect as described above is obtained. be able to.

【００１５】[0015]

【実施例】図１乃至図４は、この発明に係る実施例を示
し、図５は、実施例の駆動力伝達装置を車両のトランス
ファに装着した例を示している。1 to 4 show an embodiment according to the present invention, and FIG. 5 shows an example in which the driving force transmission device of the embodiment is mounted on a transfer of a vehicle.

【００１６】図５に示す構造において、Ｂはトランスフ
ァ、Ｃはエンジン（図示略）に連結するインプットシャ
フト、Ｄはリヤデフ（図示略）に連結するリヤ・アウト
プットシャフト、Ｅは上記の両シャフトＣ、Ｄに変速ギ
ヤを介して噛み合うカウンタシャフト、Ｆはフロントデ
フ（図示略）に連結するフロント・アウトプットシャフ
トである。In the structure shown in FIG. 5, B is a transfer, C is an input shaft connected to an engine (not shown), D is a rear output shaft connected to a rear differential (not shown), E is both shafts C, A counter shaft meshes with D via a transmission gear, and F is a front output shaft connected to a front differential (not shown).

【００１７】実施例の駆動力伝達装置Ａは、トランスフ
ァＢのフロント・アウトプット側に配置され、外輪１
が、サイレントチェーンＧを介してリヤ・アウトプット
シャフトＤに連結し、内方部材２が、フロント・アウト
プットシャフトＦに連結される。また、装置全体がトラ
ンスファケースＨにより覆われ、トランスファの内部に
組込まれている。The driving force transmission device A of the embodiment is arranged on the front output side of the transfer B, and has the outer ring 1
Is connected to the rear output shaft D via the silent chain G, and the inner member 2 is connected to the front output shaft F. Further, the entire apparatus is covered with a transfer case H and incorporated inside the transfer.

【００１８】駆動力伝達装置Ａは、図１に示すように、
外輪１の内部に、一対の軸受３、３を介して中空軸の内
方部材２が回転自在に嵌合し、外輪１の外周に、上記サ
イレントチェーンＧに接続するスプロケットリング４が
一体に設けられている。また、内方部材２の端部には、
セレーション歯の噛み合いを介して、フロント・アウト
プットシャフトＦに連結する接続用リング５が取付けら
れている。As shown in FIG. 1, the driving force transmission device A is
The inner member 2 of the hollow shaft is rotatably fitted inside the outer ring 1 via a pair of bearings 3 and 3, and the sprocket ring 4 connected to the silent chain G is integrally provided on the outer periphery of the outer ring 1. Has been. In addition, at the end of the inner member 2,
A connecting ring 5 that is connected to the front output shaft F through the engagement of the serration teeth is attached.

【００１９】外輪１の内径面と、それに対向する内方部
材２の外径面には、図２及び図３に示すように同心の円
筒面をなす係合面６、７が形成され、その両係合面６、
７の間に、径の異なる２つの保持器８、９が組込まれて
いる。この両保持器のうち、大径側の保持器８は、固定
ピン１０により出力軸２に固定され、小径側の保持器９
は、大径側保持器８と出力軸２の間に回動可能に嵌め込
まれており、その小径側保持器９に、外輪１周壁のピン
孔１１を挿通したピン１２が連結されている。As shown in FIGS. 2 and 3, engagement surfaces 6 and 7 forming concentric cylindrical surfaces are formed on the inner diameter surface of the outer ring 1 and the outer diameter surface of the inner member 2 which faces the inner ring surface. Both engaging surfaces 6,
Two cages 8 and 9 having different diameters are incorporated between the cages 7. Of these cages, the cage 8 on the large diameter side is fixed to the output shaft 2 by a fixing pin 10, and the cage 9 on the small diameter side is fixed.
Is rotatably fitted between the large-diameter side retainer 8 and the output shaft 2, and the small-diameter side retainer 9 is connected with a pin 12 which is inserted through a pin hole 11 in the peripheral wall of the outer ring 1.

【００２０】また、大径側保持器８を固定する固定ピン
１０のうち、１つの固定ピンの端部は、図３及び図４に
示すように、小径側保持器９に向かって延長して小径側
保持器に設けた角孔１８に遊嵌しており、その角孔１８
の周壁との間に回転方向すき間Ｘが設けられている。こ
の回転方向すき間Ｘは、小径側保持器９の大径側保持器
８に対する遅れ角を決定するもので、その大きさは、固
定ピン１０と角孔１８の周壁とが当接する位置まで両保
持器８、９が相対回転したとき、後述するスプラグ１５
が傾いて係合面６、７に接触し、噛み合い状態でスタン
バイするように設定されている。Of the fixing pins 10 for fixing the large-diameter side retainer 8, one end of the fixing pin extends toward the small-diameter side retainer 9 as shown in FIGS. 3 and 4. It is loosely fitted in the square hole 18 provided in the small diameter side retainer.
There is a gap X in the direction of rotation between the peripheral wall and the peripheral wall. This rotation direction clearance X determines the delay angle of the small diameter side retainer 9 with respect to the large diameter side retainer 8, and the magnitude thereof is maintained until both the fixing pin 10 and the peripheral wall of the square hole 18 come into contact with each other. When the vessels 8 and 9 rotate relative to each other, a sprag 15 to be described later
Is tilted to come into contact with the engagement surfaces 6 and 7, and is set to stand by in a meshed state.

【００２１】また、大径側保持器８と小径側保持器９に
は、対向して周方向に複数のポケット１３、１４が形成
され、その各ポケット１３、１４に、係合子としてのス
プラグ１５と、バネ材１６とが組込まれている。A plurality of pockets 13 and 14 are formed in the large-diameter side retainer 8 and the small-diameter side retainer 9 so as to face each other in the circumferential direction, and a sprag 15 as an engaging element is provided in each of the pockets 13 and 14. And the spring material 16 are incorporated.

【００２２】このスプラグ１５は、図３に示すように、
外径側と内径側がスプラグの中央線上に曲率中心をもつ
弧状面１７、１７で形成され、左右の両方向に所定角度
傾斜すると、両係合面６、７と係合して外輪１と内方部
材２を一体化する。また、バネ材１６は、小径側保持器
９に支持され、各スプラグ１５を両側から押圧して両係
合面６、７と係合しない中立位置に保持している。This sprag 15 is, as shown in FIG.
The outer diameter side and the inner diameter side are formed by arcuate surfaces 17, 17 having a center of curvature on the center line of the sprag, and when tilted at a predetermined angle in both left and right directions, they engage both engaging surfaces 6, 7 and the outer ring 1 and the inner side. The member 2 is integrated. Further, the spring member 16 is supported by the small-diameter side retainer 9 and presses each sprag 15 from both sides to hold it at a neutral position where it does not engage with both engaging surfaces 6 and 7.

【００２３】一方、図１に示すように、外輪１の外周に
は、連結用スリーブ１９が回転可能な状態で嵌め込ま
れ、その連結用スリーブ１９の一端に、小径側保持器９
に連結したピン１２が連結し、他端に差動手段２０が連
結されている。On the other hand, as shown in FIG. 1, a coupling sleeve 19 is rotatably fitted on the outer periphery of the outer ring 1, and one end of the coupling sleeve 19 has a small diameter side retainer 9 attached thereto.
Is connected to the pin 12, and the differential means 20 is connected to the other end.

【００２４】この差動手段２０は、転がり軸受２１と、
その軸受２１を支持する支持腕２２とから成り、支持腕
２２はトランスファケースＨに固定されている。また、
転がり軸受２１は、半径方向すき間がゼロ以下となるよ
うに予圧をかけて支持腕２２に嵌込まれており、転がり
時に外輪１を支持する軸受３、３よりも大きな回転抵抗
をもつように設定されている。The differential means 20 includes a rolling bearing 21 and
The support arm 22 supports the bearing 21. The support arm 22 is fixed to the transfer case H. Also,
The rolling bearing 21 is fitted into the support arm 22 by applying a preload so that the radial clearance becomes zero or less, and is set so as to have a larger rotational resistance than the bearings 3 and 3 which support the outer ring 1 during rolling. Has been done.

【００２５】上記の構造では、転がり軸受２１の回転抵
抗により、連結用スリーブ１９と小径側保持器９には回
転を押し止めるような力が加わり、小径側保持器９を外
輪１の回転に対して減速させる。In the above structure, the rotation resistance of the rolling bearing 21 applies a force to the rotation of the connecting sleeve 19 and the small diameter side retainer 9 to prevent the rotation, and the small diameter side retainer 9 is rotated with respect to the rotation of the outer ring 1. To slow down.

【００２６】また、小径側保持器９に連結するピン１２
は、外輪１のピン孔１１に対して円周方向にすき間をも
って遊嵌されるが、そのすき間は、小径側保持器９の動
きを干渉しないように、上述した固定ピン１０と角孔１
８の間の回転方向すき間Ｘよりも大きく設定されてい
る。Further, the pin 12 connected to the small diameter side retainer 9
Is loosely fitted in the pin hole 11 of the outer ring 1 in the circumferential direction with a clearance. In order to prevent the movement of the small diameter side retainer 9 from interfering with the clearance, the fixing pin 10 and the square hole 1 described above are inserted.
It is set to be larger than the gap X in the rotation direction between eight.

【００２７】この実施例は上記のような構造で成ってお
り、次にその作用を説明する。車両が走行し、エンジン
からトランスファＣを介して駆動力伝達装置Ａの外輪１
に回転が加えられると、外輪１と一体になった大径側保
持器８が同時に回転を始める。一方、小径側保持器９
は、差動手段２０の減速作用により外輪１よりも遅れて
回転する。このため、両保持器８、９が相対回転し、図
３に示すようにスプラグ１５が外輪１の回転方向（矢印
方向）に対して反対方向に傾き、係合作動状態でスタン
バイする。This embodiment is constructed as described above, and its operation will be described below. The vehicle runs and the outer wheel 1 of the driving force transmission device A is transferred from the engine via the transfer C.
When the rotation is applied to, the large diameter side cage 8 integrated with the outer ring 1 simultaneously starts to rotate. On the other hand, the small diameter side retainer 9
Is rotated later than the outer ring 1 due to the deceleration action of the differential means 20. Therefore, both cages 8 and 9 rotate relative to each other, and the sprag 15 tilts in the opposite direction to the rotation direction (arrow direction) of the outer ring 1 as shown in FIG.

【００２８】この状態で、車両が直進走行状態にあると
きは、後輪と前輪がつれ回りし、外輪１と内方部材２の
間に回転差が生じないはずであるが、実際には、後輪と
路面間に発生する滑りにより車速が落ち、トランスファ
Ｂの回転がフロント・アウトプットシャフトＦの回転に
対して上回る。このため、直進走行時においては、外輪
１の回転が内方部材２を上回り、スプラグが係合して前
輪が駆動され、４輪駆動になる。In this state, when the vehicle is traveling straight ahead, the rear wheels and the front wheels should rotate together, and no rotation difference should occur between the outer wheel 1 and the inner member 2. However, in reality, The vehicle speed decreases due to the slip between the rear wheels and the road surface, and the rotation of the transfer B exceeds the rotation of the front output shaft F. Therefore, during straight traveling, the rotation of the outer wheel 1 exceeds the inner member 2, the sprags are engaged, and the front wheels are driven, resulting in four-wheel drive.

【００２９】これに対して、タイトコーナの旋回等によ
って前輪が後輪よりも速く回転すると、フロントデフに
連結する内方部材２の回転が、外輪１の回転を上回る。
この場合、スプラグ１５は内方部材２との接触によって
周方向に押され、両係合面６、７との係合から外れ、内
方部材２は外輪１と切離された状態で回転する。したが
って、車両は後輪だけの２輪駆動となり、タイトコーナ
でのブレーキング現象が防止される。On the other hand, when the front wheels rotate faster than the rear wheels due to turning of a tight corner or the like, the rotation of the inner member 2 connected to the front differential exceeds the rotation of the outer wheel 1.
In this case, the sprag 15 is pushed in the circumferential direction by the contact with the inner member 2, is disengaged from the engagement surfaces 6 and 7, and the inner member 2 rotates in a state of being separated from the outer ring 1. .. Therefore, the vehicle is driven only by the rear wheels, and the braking phenomenon at the tight corners is prevented.

【００３０】一方、後輪による２輪駆動の状態で、後輪
がスリップしたり、後輪の一方が脱輪すると、車速が落
ち、減速する前輪（内方部材２）の回転にトランスファ
Ｂ（外輪１）の回転が追いつく。このため、スプラグ１
５が両係合面６、７に係合し、前輪に駆動力が伝わって
４輪駆動に移行する。On the other hand, if the rear wheel slips or one of the rear wheels slips off in the two-wheel drive state of the rear wheel, the vehicle speed decreases and the transfer B ( The rotation of the outer ring 1) catches up. For this reason, sprag 1
5 engages with both the engaging surfaces 6 and 7, and the driving force is transmitted to the front wheels to shift to four-wheel drive.

【００３１】上記の場合、エンジンの駆動力は、ビスカ
スカップリング等のように前後輪の速度差に応じて伝達
されるのではなく、係合子の機械的な係合によって伝達
されるため、エンジンのフルトルクが前後輪に伝えられ
る。このため、車両が砂地や泥地等のスリップしやすい
不整地を低速で走行する場合でも、４輪に大きな駆動力
が伝えられ、強力な走破性が発揮できる。In the above case, the driving force of the engine is not transmitted according to the speed difference between the front and rear wheels as in the case of the viscous coupling or the like, but is transmitted by the mechanical engagement of the engaging elements. Is transmitted to the front and rear wheels. Therefore, even when the vehicle travels at low speed on rough terrain that tends to slip, such as sand or mud, a large driving force is transmitted to the four wheels, and strong running performance can be exhibited.

【００３２】また、４輪駆動の状態で前輪の一方が脱輪
すると、フロントデフの差動機能により、接地した車輪
には全く駆動力が伝わらず、結果的に両前輪へ有効な駆
動力が伝達されないが、トランスファＢを介して後輪に
よる２輪駆動状態が維持されるため、車両の走行状態が
安定して保持される。Further, when one of the front wheels is removed in the four-wheel drive state, the driving force is not transmitted to the grounded wheel due to the differential function of the front differential, and as a result, the effective driving force is applied to both front wheels. Although not transmitted, the two-wheel drive state by the rear wheels is maintained via the transfer B, so that the running state of the vehicle is stably maintained.

【００３３】なお、上記の作用は、車両の一方向の走行
について説明したが、トランスファＢから外輪１に加わ
る回転方向が逆になると、外輪１と保持器９が逆方向に
回動し、スプラグ１５が両係合面６、７の反対側の位置
に係合する。このため、車両の前進と後退の両方向にお
いて、駆動の切換えを全く同様に行なうことができる。Although the above operation has been described with respect to traveling in one direction of the vehicle, when the rotation direction applied from the transfer B to the outer ring 1 is reversed, the outer ring 1 and the cage 9 are rotated in opposite directions, and the sprags are rotated. 15 engages with the opposite side of the engagement surfaces 6, 7. Therefore, the drive can be switched in the same manner in both forward and backward directions of the vehicle.

【００３４】このように、上記の実施例の構造では、走
行中に後輪又は前輪がスリップや脱輪すると、自動的に
４輪と２輪の駆動が切り換わり、車両の駆動状態が維持
される。また、タイトコーナの旋回等で前輪の回転が後
輪より速くなると、クラッチのオーバランニングにより
前後輪が切り離される。このため、トランスファーＡ自
身が、回転差吸収機能とデフロック機能を合せもつこと
になり、ビスカスカップリング等の複雑な構造のセンタ
デフを用いずに、フルタイムで直結型の４輪駆動を可能
にすることができる。As described above, in the structure of the above-described embodiment, when the rear wheels or the front wheels slip or are derailed during traveling, the driving of the four wheels and the two wheels is automatically switched, and the driving state of the vehicle is maintained. It Further, when the front wheels rotate faster than the rear wheels due to a tight corner turning, the front and rear wheels are separated due to overrunning of the clutch. Therefore, the transfer A itself has both the rotation difference absorbing function and the diff lock function, which enables full-time direct drive four-wheel drive without using a center diff with a complicated structure such as a viscous coupling. be able to.

【００３５】また、駆動力伝達装置Ａ全体がトランスフ
ァケースＨの内部に収納され、外気の雰囲気中にさらさ
れないため、クラッチ内部などに水、泥、砂等が侵入す
ることが防止され、故障の発生が無くなると共に、耐久
性が向上する。Further, since the entire driving force transmission device A is housed inside the transfer case H and is not exposed to the atmosphere of the outside air, water, mud, sand, etc. are prevented from entering the inside of the clutch, etc. The occurrence is eliminated and the durability is improved.

【００３６】なお、上記の実施例において、内方部材２
をトランスファＢのリア・アウトプットシャフトＤに連
結し、外輪１をフロント・アウトプットシャフトＦに連
結することもできる。この場合は、内方部材２に小径側
保持器８を固定し、大径側保持器９を回転方向すき間を
介して内方部材２に連結する。In the above embodiment, the inner member 2
Can be connected to the rear output shaft D of the transfer B and the outer ring 1 can be connected to the front output shaft F. In this case, the small-diameter side retainer 8 is fixed to the inner member 2, and the large-diameter side retainer 9 is connected to the inner member 2 through the gap in the rotation direction.

【００３７】また、係合子として正逆方向に係合するス
プラグ１５に示したが、これに代えて、１方向だけに係
合するスプラグを左右対称で使用するようにしてもよ
い。Further, although the sprag 15 which engages in the forward and reverse directions is shown as the engaging element, a sprag which engages in only one direction may be used symmetrically instead of this.

【００３８】さらに、内方部材は図示したような中空軸
とせず、中実の軸物や、軸にクラッチ用の内輪を組合わ
せた構造とすることもできる。Further, the inner member may not be a hollow shaft as shown, but may be a solid shaft or a structure in which an inner ring for a clutch is combined with the shaft.

【００３９】また、両保持器の間に回転差をつける差動
手段として、回転抵抗の大きい転がり軸受を利用したも
のを示したが、これに限らず、歯車を利用した減速機構
や、摩擦部材とのすべり接触によって減速するブレーキ
機構などを利用することができる。Although a rolling bearing having a large rotational resistance is used as the differential means for providing a rotational difference between the two cages, the invention is not limited to this, and the speed reducing mechanism using a gear or the friction member is not limited to this. It is possible to use a brake mechanism or the like that decelerates due to sliding contact with.

【００４０】[0040]

【効果】以上のように、この発明の駆動力伝達装置は、
車両のトランスファに組込むことにより、トランスファ
と前後輪の速度差に応じて機械的クラッチを作動させて
自動的に駆動力の伝達方向を切換えるので、前後輪間の
回転差の吸収機能と、その差動を制限する機能を併せも
つことができ、コンパクトな形状でフルタイム・直結型
の４輪駆動を実現することができる。As described above, the driving force transmission device of the present invention is
By incorporating it in the vehicle's transfer, the mechanical clutch is activated according to the speed difference between the transfer and the front and rear wheels, and the transmission direction of the driving force is automatically switched. It can also have the function of limiting movement, and can realize a full-time, direct-coupled four-wheel drive with a compact shape.

【００４１】また、駆動力を入出力間の回転差を利用し
て伝達するのではなく、係合子による機械的な係合によ
って伝達するので、低速走行時においてもエンジンのフ
ルトルクを車輪に伝達でき、強力な走行力を発揮するこ
とができる。Further, since the driving force is transmitted not by utilizing the rotational difference between the input and output but by the mechanical engagement by the engaging element, the full torque of the engine can be transmitted to the wheels even during low speed running. , Can exert a strong running power.

【図面の簡単な説明】[Brief description of drawings]

【図１】実施例の駆動力伝達装置を示す断面図FIG. 1 is a sectional view showing a driving force transmission device of an embodiment.

【図２】図１のII−II線に沿った断面図FIG. 2 is a sectional view taken along line II-II in FIG.

【図３】図２の要部を拡大して示す断面図FIG. 3 is a cross-sectional view showing an enlarged main part of FIG.

【図４】同上の固定ピンと角孔の嵌合状態を示す図FIG. 4 is a diagram showing a fitting state of the fixing pin and the square hole of the same.

【図５】実施例の車両への装着例を示す図FIG. 5 is a diagram showing an example of mounting of the embodiment on a vehicle.

【図６】従来例を示す図FIG. 6 is a diagram showing a conventional example.

【符号の説明】[Explanation of symbols]

１ 外輪 ２ 内方部材 ４ スプロケットリング ５ 接続用リング ６、７ 係合面 ８ 大径側保持器 ９ 小径側保持器 １５ スプラグ １６ バネ材 ２０ 差動手段 Ａ 駆動力伝達装置 Ｂ トランスファ Ｈ トランスファケース 1 Outer ring 2 Inner member 4 Sprocket ring 5 Connection ring 6, 7 Engaging surface 8 Large diameter side retainer 9 Small diameter side retainer 15 Sprag 16 Spring material 20 Differential means A Driving force transmission device B Transfer H Transfer case

Claims (2)

【特許請求の範囲】[Claims] 【請求項１】 車両のトランスファに連結され、トラン
スファからの駆動力を車輪のディファレンシャルに伝達
する駆動力伝達装置において、外輪とそれに嵌合する内
方部材との間に、外輪又は内方部材との相対回転によっ
て係合子をその外輪と内方部材の対向面間に係合させる
保持器を組込み、その保持器と外輪又は内方部材とを回
転方向すき間を介して共回り可能に連結すると共に、保
持器とそれが連結する外輪又は内方部材との間に回転差
を生じさせる差動手段を設け、上記外輪又は内方部材の
一方にトランスファの出力側に連結する接続部を、他方
にディファレンシャルに連結する接続部をそれぞれ設け
たことを特徴とする車両の駆動力伝達装置。1. A driving force transmission device, which is connected to a transfer of a vehicle and transmits a driving force from the transfer to a differential of a wheel, wherein an outer ring or an inner member is provided between an outer ring and an inner member fitted to the outer ring. And a retainer that engages the engaging element between the outer ring and the facing surface of the inner member by relative rotation of the retainer, and the retainer and the outer ring or the inner member are connected so as to be rotatable together through a gap in the rotation direction. , A differential means for producing a rotation difference between the cage and an outer ring or an inner member to which the retainer is connected is provided, and one of the outer ring and the inner member is provided with a connecting portion which is connected to an output side of the transfer. A driving force transmission device for a vehicle, characterized in that each of them is provided with a connecting portion for connecting to a differential. 【請求項２】 装置全体をトランスファのケース内部に
組込んだことを特徴とする請求項１に記載の車両の駆動
力伝達装置。2. The driving force transmission device for a vehicle according to claim 1, wherein the entire device is incorporated in a transfer case.