JPH0581771B2 - - Google Patents
Info
- Publication number
- JPH0581771B2 JPH0581771B2 JP28582388A JP28582388A JPH0581771B2 JP H0581771 B2 JPH0581771 B2 JP H0581771B2 JP 28582388 A JP28582388 A JP 28582388A JP 28582388 A JP28582388 A JP 28582388A JP H0581771 B2 JPH0581771 B2 JP H0581771B2
- Authority
- JP
- Japan
- Prior art keywords
- rotating member
- rotational speed
- wheel drive
- rotating
- power transmission
- 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.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 22
- 239000012530 fluid Substances 0.000 claims description 8
- 229920002545 silicone oil Polymers 0.000 description 5
- 230000002093 peripheral effect Effects 0.000 description 3
- 238000010008 shearing Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 1
- 238000002834 transmittance Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D35/00—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion
- F16D35/005—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion with multiple lamellae
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】
［発明の目的］
（産業上の利用分野）
この発明は、車両等の動力伝達系に組み込ま
れ、粘性流体を利用した動力伝達装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a power transmission device that is incorporated into a power transmission system of a vehicle or the like and utilizes viscous fluid.
（従来の技術）
従来の動力伝達装置としては、例えばフロント
エンジンフロントドライブ（FF）ベースの四輪
駆動車のトランスフアとプロペラシヤフトとの間
に介設されたビスカスカツプリングがある。この
ビスカスカツプリングはトランスフアの駆動軸に
連結された第１回転部材と、プロペラシヤフトに
連結された第２回転部材と、この第１，２回転部
材によつて画成された粘性流体が充填された作動
室等からなつている。作動室には、第１抵抗板お
よび第２抵抗板が収装され、この第１，２抵抗板
はそれぞれ第１，２回転部材に取り付けられてい
る。(Prior Art) A conventional power transmission device includes, for example, a viscous cut spring interposed between a transfer shaft and a propeller shaft of a front engine, front drive (FF) based four-wheel drive vehicle. This viscous cut spring is filled with a viscous fluid defined by a first rotating member connected to the drive shaft of the transfer shaft, a second rotating member connected to the propeller shaft, and the first and second rotating members. It consists of a working chamber, etc. A first resistance plate and a second resistance plate are housed in the working chamber, and the first and second resistance plates are attached to the first and second rotating members, respectively.
前輪が路面摩擦係数の低い悪路でスリツプする
と、前輪と後輪の間には大きな回転数差が生じ
る。このため、第１抵抗板と第２抵抗板は相対回
転して粘性流体の剪断する。このときの粘性流体
の剪断力がトルクとして後輪へ伝達され、この後
輪によつて車両を押し出してスリツプ状態から脱
出している。 When the front wheels slip on a rough road with a low coefficient of friction, a large difference in rotational speed occurs between the front and rear wheels. Therefore, the first resistance plate and the second resistance plate rotate relative to each other to shear the viscous fluid. The shearing force of the viscous fluid at this time is transmitted as torque to the rear wheels, which push the vehicle out of the slip state.
一方、車庫入れ等のように低速でハンドルを大
きく切るときには、前輪駆動軸と後輪駆動軸との
間、また左右輪の間には回転数差が生じるが、こ
の回転数差は小さいのでこのビスカスカツプリン
グによつて吸収させて、いわゆるタイトコーナー
ブレーキング現象の発生を防止している。 On the other hand, when turning the steering wheel significantly at low speeds, such as when parking, a difference in rotational speed occurs between the front and rear drive shafts and between the left and right wheels, but this difference in rotational speed is small. This is absorbed by the viscous cut spring to prevent the so-called tight corner braking phenomenon from occurring.
（発明が解決しようとする課題）
しかしながら、このような従来の動力伝達装置
にあつては、車庫入れ等のように低速、大操舵時
に前輪駆動軸と後輪駆動軸の間に生じる回転数差
は吸収できるものの、悪路を低速走行中に前輪ま
たは後輪がスタツクしたときには、第１回転部材
と第２回転部材との間で伝達されるトルクが小さ
いために、迅速にスタツクから脱出できないとい
う課題があつた。(Problem to be Solved by the Invention) However, in the case of such a conventional power transmission device, the difference in rotational speed that occurs between the front wheel drive shaft and the rear wheel drive shaft at low speed and large steering such as when parking, etc. However, when the front or rear wheels become stuck while driving on a rough road at low speed, the torque transmitted between the first rotating member and the second rotating member is small, making it impossible to quickly escape from the stuck state. I have an assignment.
そこで、スタツクから迅速に脱出するために、
第１回転部材と第２回転部材との相対回転を他の
制限手段によつてさらに制限すればよいことにな
る。しかし、車両にアンチロツクブレーキングシ
ステム（ABS）を装備した場合には、ブレーキ
作動時に前輪がロツクすると、前記相対回転をさ
らに制限することにより、前輪駆動軸と後輪駆動
軸とが直結状態となつて後輪をもロツクさせてし
まい、ABSは適正に作動しないという課題があ
つた。 Therefore, in order to quickly escape from the stack,
The relative rotation between the first rotating member and the second rotating member may be further limited by other limiting means. However, when a vehicle is equipped with an anti-lock braking system (ABS), if the front wheels lock up when the brakes are applied, the relative rotation is further restricted and the front wheel drive shaft and rear wheel drive shaft are directly connected. This caused the rear wheels to lock up, causing the ABS to not work properly.
［発明の構成］
（課題を解決するための手段）
このような課題を解決するために、この発明に
あつては、同一軸線上に配設された第１回転部材
１３および第２回転部材１４と、この第１回転部
材１３および第２回転部材１４と相対回転可能に
配設された第３回転部材１２と、この第３回転部
材１２と第１回転部材１３および第２回転部材１
４とによつて画成され粘性流体が封入された作動
室と、この作動室に収納され第３回転部材１２と
第１回転部材１３および第２回転部材１４とにそ
れぞれ交互に係合された第１抵抗板６と第２抵抗
板１７ａおよび１７ｂとを備えた動力伝達装置に
おいて、前記第１回転部材１３と第２回転部材１
４との間に遠心クラツチを介設し、この遠心クラ
ツチによつて第１回転部材１３の回転速度が低速
のときにのみ第１回転部材１３と第２回転部材１
４を接続し、前記回転速度が高速のときには第１
回転部材１３と第２回転部材１４とを切離するよ
うにした構成とするものである。[Structure of the Invention] (Means for Solving the Problems) In order to solve such problems, in the present invention, a first rotating member 13 and a second rotating member 14 arranged on the same axis are provided. A third rotating member 12 is arranged to be rotatable relative to the first rotating member 13 and the second rotating member 14, and the third rotating member 12, the first rotating member 13, and the second rotating member 1
4 and a working chamber in which a viscous fluid is enclosed; In a power transmission device including a first resistance plate 6 and second resistance plates 17a and 17b, the first rotation member 13 and the second rotation member 1
A centrifugal clutch is interposed between the first rotating member 13 and the second rotating member 1 only when the rotational speed of the first rotating member 13 is low.
4, and when the rotational speed is high, the first
The rotating member 13 and the second rotating member 14 are configured to be separated.
（作用）
第１回転部材の回転速度が低速のとき、遠心ク
ラツチによつて第１回転部材と第２回転部材とは
接続される。このため、作動室内の粘性流体は第
１，２回転部材と第３回転部材とによつて剪断さ
れ、第１，２回転部材と第３回転部材との間でト
ルクが伝達される。したがつて第１回転部材と第
３回転部材との間のトルクの伝達性は向上する。(Operation) When the rotational speed of the first rotating member is low, the first rotating member and the second rotating member are connected by the centrifugal clutch. Therefore, the viscous fluid in the working chamber is sheared by the first and second rotating members and the third rotating member, and torque is transmitted between the first and second rotating members and the third rotating member. Therefore, the torque transferability between the first rotating member and the third rotating member is improved.
また、第１回転部材の回転速度が高速のとき、
遠心クラツチによつて第１回転部材と第２回転部
材とを切離する。このため、第１回転部材と第３
回転部材との相対回転は許容される。 Further, when the rotational speed of the first rotating member is high,
A centrifugal clutch separates the first rotating member and the second rotating member. For this reason, the first rotating member and the third
Relative rotation with the rotating member is allowed.
（実施例）
以下、この発明を図面に基づいて説明する。第
１図ないし第３図はこの発明に係る動力伝達装置
の一実施例を示す図である。この実施例はFFベ
ースの四輪駆動車の前輪駆動軸と後輪駆動軸との
間にセンターデフとして介設した例である。(Example) Hereinafter, the present invention will be explained based on the drawings. 1 to 3 are diagrams showing an embodiment of a power transmission device according to the present invention. This embodiment is an example in which the center differential is interposed between the front wheel drive shaft and the rear wheel drive shaft of a FF-based four-wheel drive vehicle.
まず、構成を説明する。 First, the configuration will be explained.
第１図において、横置きのエンジン１のトルク
はトランスミツシヨン２により変速されてトラン
スフア３に伝達される。トランスフア３は伝達さ
れたトルクをその内部に収納したフロントデフ４
に伝達する一方、動力伝達装置５、プロペラシヤ
フト６を介してリヤデフ９に伝達する。伝達され
たトルクはフロントデフ４により前車軸７ａ，７
ｂを介して左右の前輪８ａ，８ｂに差動分配さ
れ、リヤデフ９により後車軸１０ａ，１０ｂを介
して左右の後輪１１ａ，１１ｂに差動分配され
る。 In FIG. 1, the torque of a horizontally placed engine 1 is shifted by a transmission 2 and transmitted to a transfer 3. Transfer 3 is a front differential 4 that stores the transmitted torque inside.
At the same time, it is transmitted to the rear differential 9 via the power transmission device 5 and propeller shaft 6. The transmitted torque is transmitted to the front axles 7a, 7 by the front differential 4.
differentially distributed to left and right front wheels 8a, 8b via rear differential 9, and differentially distributed to left and right rear wheels 11a, 11b via rear axles 10a, 10b by rear differential 9.
ここで動力伝達装置５を第２図に示して説明す
る。１２はエンジンのトルクがトランスミツシヨ
ン２、トランスフア３を介して伝達され、このト
ランスフア３の駆動軸と連結するケース状の第３
回転部材である。第１回転部材１２内には略中空
軸状の第１回転部材１３と、この第１回転部材１
３と同軸かつ直列に略中空軸状の第２回転部材１
４とが配設されている。第１，２回転部材１３，
１４と第３回転部材１２とによつて作動室１５が
画成され、この作動室１５には粘性流体としての
シリコンオイルが充填されるとともに、第３回転
部材１２に取り付けられた略円板状の第１抵抗板
１６と、第１，２回転部材１３，１４に取り付け
られた略円板状の第２抵抗板１７ａ，１７ｂとが
収装されている。 Here, the power transmission device 5 will be explained with reference to FIG. Reference numeral 12 denotes a case-shaped third member through which engine torque is transmitted via the transmission 2 and transfer 3, and which is connected to the drive shaft of the transfer 3.
It is a rotating member. The first rotating member 12 includes a first rotating member 13 having a substantially hollow shaft shape, and a first rotating member 13 having a substantially hollow shaft shape.
A substantially hollow shaft-shaped second rotating member 1 coaxially and in series with 3.
4 are arranged. First and second rotating members 13,
14 and the third rotating member 12 define a working chamber 15, and this working chamber 15 is filled with silicone oil as a viscous fluid. A first resistance plate 16 and substantially disk-shaped second resistance plates 17a and 17b attached to the first and second rotating members 13 and 14 are housed.
ここで第１回転部材１３は駆動軸１３ａを有
し、この駆動軸１３ａはプロペラシヤフト６と連
結されており、また第２回転部材１４は後述の遠
心クラツチを介して第１回転部材１３と接続可能
である。第２回転部材１４はケース状の第３回転
部材１２から外方へ延設され、略断面コの字形の
フランジ部１４ａを有している。また、フランジ
部１４ａを覆う形で断面略コの字形状の連動部材
１３ｂが、第１回転部材１３の駆動軸１３ａに固
着されている。このため、連動部材１３ｂも第１
回転部材１３とみなすことができる。 Here, the first rotating member 13 has a drive shaft 13a, which is connected to the propeller shaft 6, and the second rotating member 14 is connected to the first rotating member 13 via a centrifugal clutch, which will be described later. It is possible. The second rotating member 14 extends outward from the case-shaped third rotating member 12, and has a flange portion 14a having a substantially U-shaped cross section. Further, an interlocking member 13b having a substantially U-shaped cross section is fixed to the drive shaft 13a of the first rotating member 13 so as to cover the flange portion 14a. Therefore, the interlocking member 13b also
It can be considered as a rotating member 13.
連動部材１３ｂと第２回転部材１４のフランジ
部１４ａとの間には第３図に示すように、遠心ク
ラツチ１８が介設されている。すなわち、連動部
材１３ｂにはピン１９を介してクラツチ部材２０
が取り付けられており、このクラツチ部材２０は
ピン１９を中心に揺動可能である。クラツチ部材
２０にはフランジ部１４ａの外周面１４ｂと摩擦
接触可能な摩擦面２０ａが設けられ、クラツチ部
材２０と連動部材１３ｂとの間に介装されたスプ
リング２１の付勢力によつて、摩擦面２０ａはフ
ランジ部１４ａの外周面１４ｂと摩擦接触する。 A centrifugal clutch 18 is interposed between the interlocking member 13b and the flange portion 14a of the second rotating member 14, as shown in FIG. That is, the clutch member 20 is connected to the interlocking member 13b via the pin 19.
is attached, and the clutch member 20 is swingable about the pin 19. The clutch member 20 is provided with a friction surface 20a that can come into frictional contact with the outer peripheral surface 14b of the flange portion 14a. 20a makes frictional contact with the outer peripheral surface 14b of the flange portion 14a.
次に作用を説明する。車両が舗装道路において
高速走行するとき（絶対回転速度が高速のとき）、
エンジン１のトルクはトランスミツシヨン２から
前輪駆動軸７ａ，７ｂとトランスフア３へ伝達さ
れるが、トランスフア３とプロペラシヤフト６の
間に動力伝達装置５が設けてあるため、プロペラ
シヤフト６側へはトルクがほとんど伝達されず、
後輪はつれ回る形となつて前輪駆動車として走行
する。すなわち、第３回転部材１２と第１，２回
転部材１３，１４とは略同等に高速で回転する。
このため、遠心クラツチ１８のクラツチ部材２０
はこの遠心力によつてスプリング２１の付勢力に
抗してピン１９を中心に外周側へ回動し、摩擦面
２０ａはフランジ部１４ａの外周面１４ｂから離
隔して、遠心クラツチ１８は切離される。すなわ
ち、第２回転部材１４は第１回転部材１３の駆動
軸１３ａとは切離されている。したがつて、トラ
ンスフア３の駆動軸とプロペラシヤフト６との間
に回転数差が生じても、第２回転部材１４とシリ
コンオイルを介して第３回転部材１２と一体回転
し、第３回転部材１２の第１抵抗板１６と第２回
転部材１３の第２抵抗板１７ａのみがシリコンオ
イルの剪断抵抗を受ける。この結果、前輪駆動軸
７ａ，７ｂと後輪駆動軸１０ａ，１０ｂとは強固
に連結されてはいず、前輪８ａ，８ｂと後輪１１
ａ，１１ｂ間に回転数差が生じても、この動力伝
達装置５によつて吸収可能である。そこで、車両
にアンチロツクブレーキングシステム（ABS）
を装備した場合には、ブレーキ作動時に前輪８
ａ，８ｂがロツクしても前輪駆動軸７ａ，７ｂと
後輪駆動軸１０ａ，１０ｂとが強固に連結されて
いないので、後輪１１，１１ｂまでもロツクさせ
てしまうことがなく、ABSは適正に作動する。 Next, the effect will be explained. When a vehicle is traveling at high speed on a paved road (when the absolute rotational speed is high),
The torque of the engine 1 is transmitted from the transmission 2 to the front wheel drive shafts 7a, 7b and the transfer shaft 3, but since the power transmission device 5 is provided between the transfer shaft 3 and the propeller shaft 6, Almost no torque is transmitted to
The rear wheels rotate around and the vehicle runs as a front-wheel drive vehicle. That is, the third rotating member 12 and the first and second rotating members 13 and 14 rotate at substantially the same high speed.
For this reason, the clutch member 20 of the centrifugal clutch 18
Due to this centrifugal force, the centrifugal clutch 18 is rotated toward the outer circumference about the pin 19 against the biasing force of the spring 21, and the friction surface 20a is separated from the outer circumferential surface 14b of the flange portion 14a, and the centrifugal clutch 18 is disengaged. It can be done. That is, the second rotating member 14 is separated from the drive shaft 13a of the first rotating member 13. Therefore, even if there is a difference in rotational speed between the drive shaft of the transfer shaft 3 and the propeller shaft 6, they rotate together with the third rotational member 12 via the second rotational member 14 and silicone oil, and the third rotation is completed. Only the first resistance plate 16 of the member 12 and the second resistance plate 17a of the second rotating member 13 are subjected to the shear resistance of the silicone oil. As a result, the front wheel drive shafts 7a, 7b and the rear wheel drive shafts 10a, 10b are not firmly connected, and the front wheels 8a, 8b and the rear wheel 11
Even if a rotation speed difference occurs between a and 11b, it can be absorbed by the power transmission device 5. Therefore, the vehicle is equipped with an anti-lock braking system (ABS).
When equipped with the front wheel 8 when the brake is applied.
Even if the front wheels a and 8b lock, the front wheel drive shafts 7a and 7b and the rear wheel drive shafts 10a and 10b are not firmly connected, so the rear wheels 11 and 11b will not be locked, and the ABS will not work properly. It operates.
次に、車両が路面摩擦係数の小さな悪路を低速
走行するとき（絶対回転速度が低速のとき）、前
輪８ａ，８ｂがスリツプすると、前輪駆動軸７
ａ，７ｂと連結する第３回転部材１２は、エンジ
ン１から直結駆動されるのが前輪の抵抗が少なく
なつているため、この前輪に伝達されたトルクは
小さくしか発揮されない。ここで、後輪１１ａ，
１１ｂがエンジン側回転数（前輪駆動軸７ａ，７
ｂ）より少なく回転しているので、後輪駆動軸１
０ａ，１０ｂと連結する第１回転部材１３は第３
回転部材１２より少なく回転する。このため、前
輪駆動軸７ａ，７ｂと後輪駆動軸１０ａ，１０ｂ
との間、すなわち第３回転部材１２と第１回転部
材１３との間には回転数差が生じる。したがつ
て、第３回転部材１２の第１抵抗板１６と第１回
転部材１３の第２抵抗板１７ａとによつてシリコ
ンオイルは剪断され、このときの剪断力がトルク
として後輪駆動軸１０ａ，１０ｂから後輪１１
ａ，１１ｂへ伝達される。 Next, when the vehicle travels at low speed on a rough road with a small road friction coefficient (when the absolute rotational speed is low), if the front wheels 8a and 8b slip, the front wheel drive shaft 7
The third rotating member 12 connected to the third rotary member 12 is directly connected and driven by the engine 1, so that the resistance of the front wheel is reduced, so that only a small amount of torque is transmitted to the front wheel. Here, the rear wheels 11a,
11b is the engine side rotation speed (front wheel drive shafts 7a, 7
b) Since it is rotating less, the rear wheel drive shaft 1
The first rotating member 13 connected to 0a and 10b is the third
It rotates less than the rotating member 12. For this reason, the front wheel drive shafts 7a, 7b and the rear wheel drive shafts 10a, 10b
A difference in rotational speed occurs between the third rotating member 12 and the first rotating member 13. Therefore, the silicone oil is sheared by the first resistance plate 16 of the third rotating member 12 and the second resistance plate 17a of the first rotating member 13, and the shearing force at this time is applied as torque to the rear wheel drive shaft 10a. , 10b to rear wheel 11
a, 11b.
ここで、第３回転部材１２の回転速度は低速で
あるので、遠心クラツチ１８のクラツチ部材２０
の遠心力よりもスプリング２１の付勢力の方が大
きい。このため、クラツチ部材２０はスプリング
２１の付勢力によつてその摩擦面２０ａとフラン
ジ部１３ａの外周面１３ｂと摩擦接触し、遠心ク
ラツチ１８によつて第３回転部材１２と第２回転
部材１４とは接続される。そこで、第１回転部材
１３の第２抵抗板１７ａに加えて第２回転部材１
４の抵抗板１７ｂと、第３回転部材１２の第１抵
抗板１６とによつてもシリコンオイルは剪断され
る。したがつて、このときの剪断力をもトルクと
して後輪駆動軸１０ａ，１０ｂから後輪１１ａ，
１１ｂへ伝達される。 Here, since the rotational speed of the third rotating member 12 is low, the clutch member 20 of the centrifugal clutch 18
The biasing force of the spring 21 is greater than the centrifugal force of. Therefore, the clutch member 20 comes into frictional contact with its friction surface 20a and the outer peripheral surface 13b of the flange portion 13a due to the urging force of the spring 21, and the third rotating member 12 and the second rotating member 14 are brought into frictional contact by the centrifugal clutch 18. is connected. Therefore, in addition to the second resistance plate 17a of the first rotating member 13, the second rotating member 1
The silicone oil is also sheared by the resistance plate 17b of No. 4 and the first resistance plate 16 of the third rotating member 12. Therefore, the shearing force at this time is also used as a torque and is transmitted from the rear wheel drive shafts 10a, 10b to the rear wheels 11a, 11a, 10b.
11b.
その結果、後輪１１ａ，１１ｂが車両を押し出
して前輪８ａ，８ｂをスリツプしている状態から
迅速に脱出させる。 As a result, the rear wheels 11a, 11b push out the vehicle, causing the front wheels 8a, 8b to quickly escape from the slip state.
一方、車庫入れ等のときには、前輪駆動軸７
ａ，７ｂと後輪駆動軸１０ａ，１０ｂとの間には
回転数差が生じる。このとき、この動力伝達装置
５によつて第３回転部材１２と第１，２回転部材
１３，１４の回転数差は吸収され、タイトコーナ
ーブレーキング現象の発生は防止される。 On the other hand, when parking, etc., the front wheel drive shaft 7
A difference in rotational speed occurs between a, 7b and the rear wheel drive shafts 10a, 10b. At this time, the difference in rotational speed between the third rotating member 12 and the first and second rotating members 13 and 14 is absorbed by the power transmission device 5, and the tight corner braking phenomenon is prevented from occurring.
［発明の効果］
以上説明したように、この発明によれば、第１
回転部材と第２回転部材との間に遠心クラツチを
介装し、この遠心クラツチによつて第１，２回転
部材と第３回転部材との絶対回転速度が低速のと
きにのみ第１回転部材と第２回転部材を接続し、
絶対回転速度が高速のときには第１回転部材と第
２回転部材とを切離するようにしたので、第１，
２回転部材と第３回転部材間のトルクの伝達性は
向上する。したがつて、この動力伝達装置を、四
輪駆動車の動力伝達系路に設けた場合には、摩擦
係数の高い方の車輪に大きなトルクを迅速に伝達
することができる。すなわち、トルクの摩擦係数
の高い車輪への伝達の応答性及び伝達トルク量を
向上させることができる。その結果、車両がスリ
ツプしている状態から迅速に脱出させることがで
きる。また、車両にアンチロツクブレーキングシ
ステム（ABS）を装備した場合には、前輪がロ
ツクしても後輪までもロツクさせてしまうことが
なく、ABSは適正に作動する。[Effect of the invention] As explained above, according to this invention, the first
A centrifugal clutch is interposed between the rotating member and the second rotating member, and the centrifugal clutch allows the first rotating member to close only when the absolute rotational speeds of the first and second rotating members and the third rotating member are low. and the second rotating member,
Since the first rotating member and the second rotating member are separated when the absolute rotational speed is high, the first,
The transmittance of torque between the second rotating member and the third rotating member is improved. Therefore, when this power transmission device is installed in the power transmission path of a four-wheel drive vehicle, a large torque can be quickly transmitted to the wheel with a higher coefficient of friction. That is, it is possible to improve the responsiveness of torque transmission to wheels with a high friction coefficient and the amount of transmitted torque. As a result, it is possible to quickly get the vehicle out of a slipping state. Additionally, if the vehicle is equipped with an anti-lock braking system (ABS), even if the front wheels lock up, the rear wheels will not lock up either, and the ABS will operate properly.
第１図ないし第３図はこの発明に係る動力伝達
装置の一実施例を示す図であり、第１図はこの動
力伝達装置がセンターデフとして設けられた四輪
駆動車の概略全体図、第２図はこの動力伝達装置
の概略断面図、第３図は第２図における−線
矢視図である。
５……動力伝達装置、１２……第３回転部材、
１３……第１回転部材、１４……第２回転部材、
１８……遠心クラツチ。
1 to 3 are diagrams showing one embodiment of a power transmission device according to the present invention, and FIG. 1 is a schematic overall view of a four-wheel drive vehicle in which this power transmission device is provided as a center differential; FIG. 2 is a schematic sectional view of this power transmission device, and FIG. 3 is a view taken along the - line in FIG. 2. 5...Power transmission device, 12...Third rotating member,
13...first rotating member, 14...second rotating member,
18...Centrifugal clutch.
Claims (1)
よび第２回転部材１４と、この第１回転部材１３
および第２回転部材１４と相対回転可能に配設さ
れた第３回転部材１２と、この第３回転部材１２
と第１回転部材１３および第２回転部材１４とに
よつて画成され粘性流体が封入された作動室と、
この作動室に収納され第３回転部材１２と第１回
転部材１３および第２回転部材１４とにそれぞれ
交互に係合された第１抵抗板６と第２抵抗板１７
ａおよび１７ｂとを備えた動力伝達装置におい
て、前記第１回転部材１３と第２回転部材１４と
の間に遠心クラツチを介設し、この遠心クラツチ
によつて第１回転部材１３の回転速度が低速のと
きにのみ第１回転部材１３と第２回転部材１４を
接続し、前記回転速度が高速のときには第１回転
部材１３と第２回転部材１４とを切離するように
したことを特徴とする動力伝達装置。1 A first rotating member 13 and a second rotating member 14 arranged on the same axis, and this first rotating member 13
and a third rotating member 12 arranged to be rotatable relative to the second rotating member 14;
and a working chamber defined by the first rotating member 13 and the second rotating member 14 and filled with a viscous fluid;
A first resistance plate 6 and a second resistance plate 17 are housed in the working chamber and are alternately engaged with the third rotation member 12, the first rotation member 13, and the second rotation member 14, respectively.
a and 17b, a centrifugal clutch is interposed between the first rotating member 13 and the second rotating member 14, and the rotational speed of the first rotating member 13 is controlled by the centrifugal clutch. The first rotating member 13 and the second rotating member 14 are connected only when the rotational speed is low, and the first rotating member 13 and the second rotating member 14 are disconnected when the rotational speed is high. power transmission device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28582388A JPH02134423A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28582388A JPH02134423A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02134423A JPH02134423A (en) | 1990-05-23 |
| JPH0581771B2 true JPH0581771B2 (en) | 1993-11-16 |
Family
ID=17696547
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28582388A Granted JPH02134423A (en) | 1988-11-14 | 1988-11-14 | Power transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02134423A (en) |
-
1988
- 1988-11-14 JP JP28582388A patent/JPH02134423A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02134423A (en) | 1990-05-23 |
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