JPH05118407A - Driving force transmission device for vehicle - Google Patents
Driving force transmission device for vehicleInfo
- Publication number
- JPH05118407A JPH05118407A JP3275425A JP27542591A JPH05118407A JP H05118407 A JPH05118407 A JP H05118407A JP 3275425 A JP3275425 A JP 3275425A JP 27542591 A JP27542591 A JP 27542591A JP H05118407 A JPH05118407 A JP H05118407A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- input shaft
- wheels
- shaft
- vehicle
- 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
Links
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
- Retarders (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、車両の駆動経路に組
込むことにより車輪に対する駆動力の伝達を切換える伝
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 transmission device for switching transmission of driving force to wheels by incorporating it in a driving path of a vehicle.
【０００２】[0002]
【従来の技術及びその課題】ビスカスカップリング等の
高粘性流体を利用したセンタデフは、入力側と出力側の
速度差によって生じる高粘性流体内のせん断抵抗により
駆動力を伝達するため、速度差が小さい低速走行時にお
いては十分な駆動力が得られない欠点を有している。2. Description of the Related Art A center differential utilizing a highly viscous fluid such as a viscous coupling transmits a driving force by a shearing resistance in the highly viscous fluid caused by a speed difference between an input side and an output side. It has a drawback that a sufficient driving force cannot be obtained at a small low speed running.
【０００３】このため、従来のオフロード走行を主な使
用目的とする４輪駆動車においては、低速時で大きな駆
動力を得るために、運転車の判断により、タイヤの脱輪
や泥地、砂地等の走行路面に応じて４輪の機械的な直結
状態とデフロック状態を切換えるパートタイム式の駆動
機構が採用されている。Therefore, in a conventional four-wheel drive vehicle mainly used for off-road running, in order to obtain a large driving force at a low speed, it is determined by the driving vehicle that tires are wheeled off or muddy, A part-time drive mechanism is used that switches between the mechanically directly connected state and the differential lock state of the four wheels according to the traveling road surface such as sandy land.
【０００４】しかし、このような機構では、駆動の切換
えがそれに必要な状況に立ち入ってからの判断になる場
合が多く、後手での処理になるために、最適な走行状態
を選択できない欠点がある。However, in such a mechanism, it is often the case that the switching of the drive is made only after entering the necessary situation, and the processing is performed later, so that the optimum traveling state cannot be selected. ..
【０００５】また、上記のオフロード走行を目的とした
４輪駆動車は、通常、後輪を主要駆動輪とするＦＲ方式
をベースにしているが、舗装道路等の走行においては、
負荷荷重の大きい前輪を主要駆動輪とするＦＦ方式をベ
ースにした方が、走行性の上に優れた性能を発揮できる
面がある。Further, the above-mentioned four-wheel drive vehicle intended for off-road traveling is usually based on the FR system in which the rear wheels are the main driving wheels, but when traveling on paved roads, etc.
The FF system, in which the front wheel with a large load is the main driving wheel, is the base for better running performance.
【０００６】ところが、従来、ＦＦ方式をベースにした
構造でフルオートの４輪駆動を実現する装置は、前述し
た高粘性流体を用いるセンタデフがある程度であり、オ
フロードでの走行性を減じさせずに、フルタイムで直結
型の４輪駆動を実現できる装置は開発されていないのが
実状である。Conventionally, however, an apparatus that realizes full-automatic four-wheel drive with a structure based on the FF system has a certain degree of center differential using the above-mentioned highly viscous fluid, and does not reduce the off-road running performance. In fact, no device has been developed that can realize full-time direct drive type four-wheel drive.
【０００７】そこで、この発明は、車両の駆動経路に組
込むことにより自動的に４輪から２輪への駆動の切換え
とデフロックの作動を行なうことができ、しかもＦＦ方
式をベースにして大きな駆動力を発揮することができる
駆動力の伝達装置を提供することを目的としている。Therefore, according to the present invention, the drive can be automatically switched from the four wheels to the two wheels and the differential lock can be operated by incorporating it in the drive path of the vehicle, and the large drive force is based on the FF system. It is an object of the present invention to provide a driving force transmission device capable of exhibiting the above.
【０００８】[0008]
【課題を解決するための手段】上記の課題を解決するた
め、この発明の駆動力伝達装置は、駆動部材に連結する
一対の入力軸の外周に、それぞれ外輪を回転自在に設
け、その各入力軸と各外輪の間に、入力軸との相対回転
によって係合子を入力軸と外輪に係合離脱させる保持器
を組込み、その各保持器と各入力軸又は各外輪とを回転
方向すき間を介して共回り可能に連結すると共に、各保
持器とそれが連結する入力軸又は外輪との間に回転差を
生じさせる差動手段を備えた構造としたものである。In order to solve the above-mentioned problems, the driving force transmission device of the present invention has an outer ring rotatably provided on the outer circumference of each of a pair of input shafts connected to a driving member. A retainer that engages and disengages the engaging element with the input shaft and the outer ring by relative rotation with respect to the input shaft is incorporated between the shaft and each outer ring, and each retainer and each input shaft or each outer ring is provided with a gap in the rotational direction. The structure is provided with a differential means that causes a rotational difference between each cage and the input shaft or the outer ring to which the cage is coupled, so that they can rotate together.
【０００９】[0009]
【作用】上記の駆動力伝達装置を、ＦＦ方式をベースと
した４輪駆動車に適用するには、駆動部材にリアプロペ
ラシャフトを連結し、各外輪にそれぞれ後輪の車軸を連
結する。また、上記リアプロペラシャフトの回転を、前
輪を駆動するフロントプロペラシャフトの回転よりも若
干低くなるように設定する。In order to apply the driving force transmission device described above to a four-wheel drive vehicle based on the FF system, the rear propeller shaft is connected to the drive member and the rear wheel axle is connected to each outer wheel. Further, the rotation of the rear propeller shaft is set to be slightly lower than the rotation of the front propeller shaft that drives the front wheels.
【００１０】この設定の状態で、駆動部材により各入力
軸を回転させると、差動手段の作用により保持器が入力
軸と相対回転し、係合子が係合作動位置に移動する。こ
のとき、車両が正常な走行状態にあるときは、入力軸の
回転に対して、前輪とつれ回りする後輪（外輪）の回転
が上回るため、外輪が係合子に対しオーバーランニング
する。このため、後輪が駆動されず、前輪だけの２輪駆
動になる。When each input shaft is rotated by the drive member in this setting state, the cage is rotated relative to the input shaft by the action of the differential means, and the engagement element is moved to the engagement operation position. At this time, when the vehicle is in a normal running state, the rotation of the input shaft exceeds the rotation of the rear wheel (outer wheel) that rotates with the front wheel, so that the outer wheel overruns the engagement element. Therefore, the rear wheels are not driven, and only the front wheels are driven.
【００１１】一方、前輪又は後輪がスリップ等をする
と、車速の減少に伴なって減速する外輪に対して入力軸
の回転が上回り、係合子が係合して後輪が駆動され、４
輪駆動に切換わる。On the other hand, when the front wheels or the rear wheels slip or the like, the rotation of the input shaft exceeds the speed of the outer wheels that are decelerated as the vehicle speed decreases, and the engaging elements engage to drive the rear wheels.
Switch to wheel drive.
【００１２】[0012]
【実施例】図１乃至図５は、実施例の駆動力伝達装置を
示している。図１及び図２に示すように、ハウジング１
の内部には、外部から駆動軸２の端部が入り込み、この
駆動軸２の先端に設けたピニオンギヤ３に、その駆動軸
２やピニオンギヤ３と共に駆動部材を構成するリングギ
ヤ４が噛み合っている。1 to 5 show a driving force transmission device according to an embodiment. As shown in FIGS. 1 and 2, the housing 1
An end portion of the drive shaft 2 enters from the outside, and a ring gear 4 forming a drive member together with the drive shaft 2 and the pinion gear 3 meshes with a pinion gear 3 provided at the tip of the drive shaft 2.
【００１３】このリングギヤ４の両側面には、ボルト５
によって結合用金具６、６が固定され、その各結合用金
具６、６に、セレーション溝７の嵌め合いにより入力軸
８、９が一体に連結されている。Bolts 5 are provided on both sides of the ring gear 4.
The metal fittings 6, 6 are fixed by, and the input shafts 8, 9 are integrally connected to the metal fittings 6, 6 by fitting the serration grooves 7.
【００１４】この各入力軸８、９は、軸受１０を介して
ハウジング１に回転自在に支持され、その各入力軸８、
９の端部外周に、それぞれ軸受１１、１２を介して外輪
１３、１４が回転自在に取付けられている。The input shafts 8 and 9 are rotatably supported by the housing 1 via bearings 10.
Outer rings 13 and 14 are rotatably attached to the outer circumference of the end of 9 through bearings 11 and 12, respectively.
【００１５】上記各外輪１３、１４の内径面と、それに
対向する各入力軸８、９の外径面は、図３及び図５に示
すように同心の円筒面１５、１６で形成され、その両円
筒面１５、１６の間に、入力軸８、９にピン止めされる
固定保持器１７と、回動可能な制御保持器１８とが組込
まれている。The inner diameter surface of each of the outer rings 13 and 14 and the outer diameter surface of each of the input shafts 8 and 9 facing it are formed by concentric cylindrical surfaces 15 and 16, as shown in FIGS. 3 and 5. A fixed retainer 17 pinned to the input shafts 8 and 9 and a rotatable control retainer 18 are incorporated between the cylindrical surfaces 15 and 16.
【００１６】この固定保持器１７と制御保持器１８に
は、対向して周方向に複数のポケット１９、２０が形成
され、その各ポケット１９、２０に、係合子としてのス
プラグ２１と弾性部材２２とが組込まれている。A plurality of pockets 19 and 20 are formed in the fixed cage 17 and the control cage 18 so as to face each other in the circumferential direction, and a sprag 21 as an engaging element and an elastic member 22 are provided in each of the pockets 19 and 20. And are incorporated.
【００１７】上記スプラグ２１は、図５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
弧状面で形成され、左右の両方向に所定角度傾くと、両
円筒面１５、１６と係合して各入力軸８、９と外輪１
３、１４を一体化する。また、弾性部材２２は、制御保
持器１８に支持され、各スプラグ２１を両側から押圧し
て両円筒面１５、１６と係合しない中立位置に保持して
いる。The sprag 21 is, as shown in FIG.
The outer diameter side and the inner diameter side are formed by an arcuate surface having a center of curvature on the center line of the sprag, and when tilted in both left and right directions by a predetermined angle, they engage with both cylindrical surfaces 15 and 16 and the respective input shafts 8 and 9 and the outer ring 1
Integrate 3 and 14. The elastic member 22 is supported by the control holder 18 and presses the sprags 21 from both sides to hold the sprags 21 in a neutral position where they do not engage with the cylindrical surfaces 15 and 16.
【００１８】一方、図１及び図２に示すように、各入力
軸８、９の内部には、中空の作動軸２３、２３が回転自
在に支持され、その各作動軸２３、２３の中央部に設け
た起動ピン２４、２４の両端部が、入力軸８、９の周壁
に設けたピン孔２５、２５を挿通して各制御保持器１
８、１８に連結している。On the other hand, as shown in FIGS. 1 and 2, hollow operating shafts 23, 23 are rotatably supported inside the respective input shafts 8, 9, and the central portions of the operating shafts 23, 23 are rotatably supported. Both ends of the starting pins 24, 24 provided on the control cage 1 are inserted through the pin holes 25, 25 provided on the peripheral walls of the input shafts 8, 9, respectively.
It is connected to 8 and 18.
【００１９】また、各作動軸２３、２３のリングギヤ４
側の端部には、入力軸８、９端部のピン孔２６、２６を
挿通する連結ピン２７、２７が取付けられ、その連結ピ
ン２７、２７の先端に、ホルダ２８を介してハウジング
１に取付けた差動軸受２９、２９が連結されている。Further, the ring gear 4 of each operating shaft 23, 23
Connecting pins 27, 27 that are inserted through the pin holes 26, 26 at the ends of the input shafts 8, 9 are attached to the end portions on the side, and the housing 1 is attached to the housing 1 via the holder 28 at the tips of the connecting pins 27, 27. The mounted differential bearings 29, 29 are connected.
【００２０】この各差動軸受２９、２９は、半径方向す
き間をゼロ以下に設定し、予圧を加えて転がり時の回転
モーメントを大きく設定してあり、その回転モーメント
によって制御保持器１８を減速し、入力軸８、９に対し
て制御保持器１８の回転を常に遅れさせる抵抗を与えて
いる。In each of the differential bearings 29, 29, the radial clearance is set to be equal to or less than zero, and a preload is applied to set a large rotational moment during rolling. The rotational moment decelerates the control cage 18. , A resistance that always delays the rotation of the control holder 18 is given to the input shafts 8 and 9.
【００２１】また、上記起動ピン２４は、図４に示すよ
うに、制御保持器１８と作動軸２３に対しては一体に固
定されるが、入力軸８、９のピン孔２５との間には、回
転方向すき間Ｘをもって遊嵌されている。この回転方向
すき間Ｘは、制御保持器１８の入力軸８、９に対する遅
れ角を決定するもので、その大きさは、スプラグ２１が
円筒面１５、１６に係合しない中立位置から弾性部材２
１を介して円筒面１５、１６に接触するまでの距離より
も大きく設定される。As shown in FIG. 4, the starting pin 24 is integrally fixed to the control holder 18 and the operating shaft 23, but between the pin holes 25 of the input shafts 8 and 9. Are loosely fitted with a clearance X in the direction of rotation. The rotational gap X determines the delay angle of the control cage 18 with respect to the input shafts 8 and 9, and the magnitude thereof is from the neutral position where the sprag 21 does not engage with the cylindrical surfaces 15 and 16 to the elastic member 2.
It is set to be larger than the distance until it contacts the cylindrical surfaces 15 and 16 via 1.
【００２２】さらに、連結ピン２７は、ピン孔２６に円
周方向すき間をもって遊嵌されるが、この円周方向すき
間の大きさは、上記の回転方向すき間Ｘよりも大きく形
成され、起動ピン２４の動きを干渉しないようになって
いる。Further, the connecting pin 27 is loosely fitted in the pin hole 26 with a clearance in the circumferential direction. The size of the clearance in the circumferential direction is larger than the clearance X in the rotation direction, and the starting pin 24 is provided. It does not interfere with the movement of the.
【００２３】この実施例の駆動力伝達装置Ａは上記のよ
うな構造であり、図６及び図７は、その駆動力伝達装置
Ａを車両の駆動経路に装着した例を示している。The driving force transmission device A of this embodiment has the structure as described above, and FIGS. 6 and 7 show an example in which the driving force transmission device A is mounted on the driving path of the vehicle.
【００２４】図６に示す駆動経路は、前輪を主駆動輪と
するＦＦ方式をベースとした４輪駆動車の駆動系を示し
たものであり、図においてＢはエンジン、Ｃはトランス
ファー、Ｄはフロントプロペラシャフト、Ｅはリヤプロ
ペラシャフト、Ｆはフロントデフである。上記の駆動経
路において、駆動力伝達装置Ａは、リヤプロペラシャフ
トＥと、後輪に連結する各車軸Ｇ、Ｇとの分岐部分に装
着される。The drive path shown in FIG. 6 shows the drive system of a four-wheel drive vehicle based on the FF system in which the front wheels are the main drive wheels, where B is the engine, C is the transfer, and D is the transfer system. A front propeller shaft, E is a rear propeller shaft, and F is a front differential. In the above drive path, the drive force transmission device A is attached to a branch portion between the rear propeller shaft E and the axles G, G connected to the rear wheels.
【００２５】この場合、駆動力伝達装置Ａは、図７に示
すように駆動軸２をリヤプロペラシャフトＥに連結し
（駆動軸２自身をリヤプロペラシャフトとしてもよ
い）、左右の両外輪１３、１４に、等速ジョイントＨを
介して各車軸Ｇ、Ｇを連結する。In this case, the driving force transmission device A connects the drive shaft 2 to the rear propeller shaft E (the drive shaft 2 itself may be the rear propeller shaft) as shown in FIG. The axles G, G are connected to 14 via a constant velocity joint H.
【００２６】また、後輪を駆動するリヤプロペラシャフ
トＥの回転ＰR が、フロントプロペラシャフトＤの回転
ＰF に対して若干遅く（ＰF ＞ＰR ）なるように、例え
ばトランスファーＣにおける両プロペラシャフトＤ、Ｅ
に対する駆動力伝達部のギヤ比を設定する。Further, the rotation P R of the rear propeller shaft E for driving the rear wheels is slightly slower than the rotation P F of the front propeller shaft D (P F > P R ), for example, both propellers in the transfer C. Shafts D and E
Set the gear ratio of the drive force transmission part for.
【００２７】上記のように装着した状態で、リヤプロペ
ラシャフトＥから駆動軸２とリングギヤ４を介して各入
力軸８、９に回転が加えられると、差動軸受２９の作用
によって減速される制御保持器１８が、回転方向すき間
Ｘの分だけ入力軸８、９より回転が遅れ、固定保持器１
７に対して制御保持器１８が相対回転する。この相対回
転により、図５に示すようにスプラグ２１が入力軸８、
９の回転方向（矢印方向）に対して反対方向に傾き、両
円筒面１５、１６に接触して係合作動状態になる。When the rear propeller shaft E is rotated to the respective input shafts 8 and 9 through the drive shaft 2 and the ring gear 4 in the state of being mounted as described above, the control is performed by the action of the differential bearing 29. The cage 18 is delayed in rotation from the input shafts 8 and 9 by the clearance X in the rotation direction, and the fixed cage 1
The control holder 18 rotates relative to 7. This relative rotation causes the sprag 21 to move the input shaft 8, as shown in FIG.
It is tilted in the opposite direction to the rotation direction (arrow direction) of 9, and comes into contact with both cylindrical surfaces 15 and 16 to be in an engagement operation state.
【００２８】このスプラグの傾動時、制御保持器１８に
取付けた弾性部材２２により各スプラグ２１が常に押圧
状態で保持されているため、起動ピン２４とピン孔２５
の周壁が接触する前に全スプラグが係合作動状態に移動
し、その状態で入力軸８、９と制御保持器１８が共回り
する。When the sprags are tilted, the sprags 21 are always held in a pressed state by the elastic member 22 attached to the control holder 18, so that the starting pin 24 and the pin hole 25 are provided.
All sprags move to the engagement operation state before the peripheral walls of the input shafts come into contact with each other, and in that state, the input shafts 8 and 9 and the control retainer 18 rotate together.
【００２９】上記の状態で、車両の前後輪がスリップ等
をせず正常な走行状態にあるときは、予め設定した両プ
ロペラシャフトＤ、Ｅの回転差（ＰF ＞ＰR ）により、
前輪につれ回りする後輪の回転（ほぼＰF と同じ）が、
各入力軸８、９の回転を上回るため、各外輪１３、１４
がスプラグ２１に対してオーバーランニングし、クラッ
チが入らない。このため、後輪に駆動力が伝わらず、車
両は前輪だけによる２輪駆動で走行する。In the above state, when the front and rear wheels of the vehicle are in a normal running state without slipping, due to a preset rotational difference between the propeller shafts D and E (P F > P R ),
The rotation of the rear wheel that rotates around the front wheel (almost the same as P F )
Since the rotation of each input shaft 8 and 9 is exceeded, each outer ring 13 and 14 is rotated.
Overruns against the sprag 21 and the clutch does not engage. Therefore, the driving force is not transmitted to the rear wheels, and the vehicle travels by two-wheel drive using only the front wheels.
【００３０】これに対して、主駆動輪である前輪が雪道
や砂地等でスリップすると、車両の速度が落ち、減速す
る後輪の回転にリヤプロペラシャフトＥの回転が追い付
くため、入力軸８、９の回転が外輪１３、１４より速く
なる。このため、スプラグ２１が円筒面１５、１６に係
合して後輪に駆動力が伝わり、４輪駆動状態に切換わ
る。On the other hand, when the front wheels, which are the main driving wheels, slip on snowy roads, sandy ground, etc., the speed of the vehicle slows down, and the rotation of the rear propeller shaft E catches up with the rotation of the rear wheels, which slows down. , 9 rotate faster than the outer rings 13, 14. For this reason, the sprag 21 engages with the cylindrical surfaces 15 and 16, the driving force is transmitted to the rear wheels, and the state is switched to the four-wheel driving state.
【００３１】一方、前輪のスリップが収まり正常な状態
に戻ると、リアプロペラシャフトＥより後輪の回転が上
回るため、外輪１３、１４が再びオーバーランニングし
てクラッチが切れ、自動的に２輪駆動に復帰する。On the other hand, when the slip of the front wheels is stopped and returns to the normal state, the rotation of the rear wheels exceeds that of the rear propeller shaft E, so that the outer wheels 13 and 14 are overrun again and the clutch is disengaged, so that the two-wheel drive is automatically performed. Return to.
【００３２】このように、上記の構造では、通常の走行
中は前輪によって駆動され、後輪は車体によりつれ回り
する従動状態となるが、前輪がスリップすると、プロペ
ラシャフトの回転が後輪の回転に追い付いた時点で連続
的に４輪駆動に切換わり、前輪の後輪に対するスリップ
率の割り合いは、それ以上増大しない。As described above, in the above structure, during normal traveling, the front wheels are driven and the rear wheels are driven by the vehicle body. However, when the front wheels slip, the rotation of the propeller shaft causes the rotation of the rear wheels. When it catches up with, the four-wheel drive is continuously switched to, and the ratio of the slip ratio of the front wheels to the rear wheels does not increase any more.
【００３３】また、４輪駆動に切換った場合、両後輪は
スプラグ２１の係合によってリヤプロペラシャフトＥに
機械的に直結された状態（いわゆるデフロックの状態）
になるため、極めて大きく駆動力を得ることができ、強
力な悪路走破性を発揮できる。When switching to four-wheel drive, both rear wheels are mechanically directly connected to the rear propeller shaft E by engagement of the sprags 21 (so-called differential lock state).
Therefore, it is possible to obtain an extremely large driving force, and to exert a strong rough road running performance.
【００３４】上記の構造においては、両プロペラシャフ
トＤ、Ｅの回転差（ＰF −ＰR ）に対して、前輪のスリ
ップによって生じる後輪の回転上昇分が上回るかどうか
によってクラッチをオン・オフするので、上記回転差
を、（最小旋回時の前後輪間の回転差）＋（最小旋回時
の後輪における内外輪間の回転差）×１／２の値以上に
設定することにより、主駆動輪である前輪が一定のスリ
ップ値に達した段階で自動的に４輪駆動に切換えること
ができる。すなわち、上記回転差を適宜に設定すること
により、前輪のスリップ限界を任意に設定することがで
きる。[0034] In the above-mentioned structure, propeller shafts D, the rotation difference E with respect to (P F -P R), whether on or off the clutch depending the rotation increase in the rear wheel caused by the front wheel slip exceeds Therefore, by setting the above rotation difference to a value equal to or more than (rotational difference between front and rear wheels at the time of minimum turning) + (rotational difference between inner and outer wheels at the rear wheel at minimum turning) × 1/2, It is possible to automatically switch to four-wheel drive when the front wheels, which are the driving wheels, have reached a certain slip value. That is, by appropriately setting the rotation difference, the slip limit of the front wheels can be set arbitrarily.
【００３５】また、上述の説明では、車両の一方向走行
の作用について説明したが、リアプロペラシャフトＥか
ら各入力軸８、９に加わる回転方向が逆になると、差動
軸受２９の減速作用により、スプラグ２１の傾きが逆に
なって係合するため、前進と後退の両方向において駆動
力の切換えを全く同様に行なうことができる。In the above description, the operation of the vehicle in one direction has been described. However, when the rotation directions applied from the rear propeller shaft E to the input shafts 8 and 9 are reversed, the differential bearing 29 decelerates. Since the inclination of the sprag 21 is reversed and the sprag 21 is engaged, the driving force can be switched in both forward and backward directions in exactly the same manner.
【００３６】なお、クラッチ機能部品として作用する係
合子は、図示したスプラグ２１に限らず、一方向の回転
方向によって係合するスプラグを左右一対で用いたり、
ローラ等を用いるようにしてもよい。The engaging elements acting as the clutch functional parts are not limited to the illustrated sprags 21, but a pair of left and right sprags engaging in one rotation direction may be used.
A roller or the like may be used.
【００３７】また、保持器と入力軸の間に回転差をつけ
る差動手段は、上述した差動軸受２９に限らず、歯車を
組合せた減速機構や、摩擦材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。Further, the differential means for providing the rotation difference between the cage and the input shaft is not limited to the above-mentioned differential bearing 29, but a reduction mechanism combining gears, or a braking mechanism for reducing the speed by sliding contact of a friction material. Etc. can be used.
【００３８】[0038]
【効果】以上のように、この発明の駆動力伝達装置は、
機械式クラッチの係合とオーバーランニングの作用を利
用して、左右の外輪に対する駆動力の伝達と遮断を自動
的に切換えるので、車両の後輪用デフとして用いること
により、フルタイムで直結型の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 utilizing the mechanical clutch engagement and overrunning action to automatically switch between transmitting and disconnecting the driving force to the left and right outer wheels, it can be used as a rear wheel diff of the vehicle to provide a full-time direct connection type. It is possible to realize four-wheel drive.
【００３９】また、係合子による機械的な係合によって
駆動力を伝達するので、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、優れたオフロード走行
力を発揮できる利点がある。Further, since the driving force is transmitted by the mechanical engagement by the engaging element, there is an advantage that the full torque of the engine can be transmitted to the wheels even when the vehicle is traveling at a low speed, and an excellent off-road traveling force can be exerted.
【図１】実施例を示す縦断正面図FIG. 1 is a vertical sectional front view showing an embodiment.
【図２】図１の要部を拡大して示す断面図FIG. 2 is an enlarged cross-sectional view showing a main part of FIG.
【図３】図１のIII −III 線に沿った断面図FIG. 3 is a sectional view taken along line III-III in FIG.
【図４】図１のIV−IV線に沿った断面図FIG. 4 is a sectional view taken along line IV-IV in FIG.
【図５】実施例のスプラグの作動状態を示す断面図FIG. 5 is a sectional view showing an operating state of the sprag of the embodiment.
【図６】実施例の車両への装着例を示す図FIG. 6 is a diagram showing a mounting example of the embodiment on a vehicle.
【図７】同上の装着例の要部を拡大して示す一部縦断正
面図FIG. 7 is a partially longitudinal front view showing an enlarged main part of the above-described mounting example.
２ 駆動軸 ８、９ 入力軸 １３、１４ 外輪 １７ 固定保持器 １８ 制御保持器 ２１ スプラグ ２２ 弾性部材 ２３ 作動軸 ２４ 起動ピン ２９ 差動軸受 Ａ 駆動力伝達装置 Ｄ フロントプロペラシャフト Ｅ リアプロペラシャフト Ｘ 回転方向すき間 2 Drive shafts 8 and 9 Input shafts 13 and 14 Outer ring 17 Fixed retainer 18 Control retainer 21 Sprag 22 Elastic member 23 Actuating shaft 24 Starter pin 29 Differential bearing A Drive force transmission device D Front propeller shaft E Rear propeller shaft X Rotation Direction gap
Claims (1)
に、それぞれ外輪を回転自在に設け、その各入力軸と各
外輪の間に、入力軸との相対回転によって係合子を入力
軸と外輪に係合離脱させる保持器を組込み、その各保持
器と各入力軸又は各外輪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、各保持器とそれが連結する
入力軸又は外輪との間に回転差を生じさせる差動手段を
備えた車両の駆動力伝達装置。1. An outer ring is rotatably provided on the outer periphery of a pair of input shafts connected to a drive member, and an engaging element is provided between each input shaft and each outer ring by relative rotation with the input shaft. A retainer that engages and disengages with the outer ring is incorporated, and each retainer and each input shaft or each outer ring are rotatably connected through a gap in the rotational direction, and each retainer is connected to the input shaft or outer ring. And a driving force transmission device for a vehicle, which is provided with a differential means that causes a rotation difference between the driving force transmission device and the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3275425A JPH05118407A (en) | 1991-10-23 | 1991-10-23 | Driving force transmission device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3275425A JPH05118407A (en) | 1991-10-23 | 1991-10-23 | Driving force transmission device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05118407A true JPH05118407A (en) | 1993-05-14 |
Family
ID=17555339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3275425A Pending JPH05118407A (en) | 1991-10-23 | 1991-10-23 | Driving force transmission device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05118407A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008164123A (en) * | 2006-12-28 | 2008-07-17 | Ｇｋｎ ドライブライン トルクテクノロジー株式会社 | Power transmission device |
-
1991
- 1991-10-23 JP JP3275425A patent/JPH05118407A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008164123A (en) * | 2006-12-28 | 2008-07-17 | Ｇｋｎ ドライブライン トルクテクノロジー株式会社 | Power transmission device |
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