JPS62242133A - Hydraulic clutch device - Google Patents
Hydraulic clutch deviceInfo
- Publication number
- JPS62242133A JPS62242133A JP61082533A JP8253386A JPS62242133A JP S62242133 A JPS62242133 A JP S62242133A JP 61082533 A JP61082533 A JP 61082533A JP 8253386 A JP8253386 A JP 8253386A JP S62242133 A JPS62242133 A JP S62242133A
- Authority
- JP
- Japan
- Prior art keywords
- shaft member
- clutch
- hydraulic
- servo
- oil
- 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
- 230000005540 biological transmission Effects 0.000 claims description 14
- 230000007423 decrease Effects 0.000 description 6
- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 230000002093 peripheral effect Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 235000013399 edible fruits Nutrition 0.000 description 1
- 230000001105 regulatory effect Effects 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
- F16D43/00—Automatic clutches
- F16D43/28—Automatic clutches actuated by fluid pressure
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は、油圧クラッチ装置に係り、特に動力伝達装置
に於てリミットスリップディファレンシャル装置等とし
て用いられる油圧クラッチ装置に係る。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a hydraulic clutch device, and more particularly to a hydraulic clutch device used as a limit slip differential device or the like in a power transmission device.
従来の技術
自動車等の車輌の終減速装置、或いは四輪駆動装置のセ
ンタディファレンシャル装置にその差動作用を制限する
りミツトスリップディファレンシャル装Ｍ （ＬＳＤ）
を組込むことは従来より既に提案されており、これは例
えば社団法人自動車技術会発行の自動車工学便覧、第二
篇第二章、２−３０〜３１ページ及び特開昭５５−７２
４２０号、特開昭６０−１７６８２７号の各公報に示さ
れている。Conventional technology Mitslip differential device M (LSD) is used to limit the differential operation of the final reduction gear of a vehicle such as an automobile or the center differential device of a four-wheel drive device.
It has already been proposed in the past, for example, in the Handbook of Automotive Engineering published by the Society of Automotive Engineers of Japan, Volume 2, Chapter 2, pages 2-30-31, and JP-A-55-72.
No. 420 and Japanese Unexamined Patent Publication No. 176827/1983.
発明が解決しようとする問題点
従来一般に終減速装置に組込まれるリミットスリップデ
ィファレンシャル装置は摩擦クラッチにより構成されて
いるが、その係合圧の設定は機械式であるために耐久性
に問題があり、また滑り、換言すれば相対回転数を正確
に所定値以内に制限することが難しい。Problems to be Solved by the Invention Conventionally, a limit slip differential device generally incorporated into a final reduction gear is composed of a friction clutch, but since the setting of the engagement pressure is mechanical, there is a problem in durability. Furthermore, it is difficult to accurately limit slippage, or in other words, the relative rotational speed within a predetermined value.
四輪駆動装置のセンタディファレンシャル装置のリミッ
トスリップディファレンシャル装置としては、湿式の油
圧クラッチが用いられていてこれは上述の如き不具合を
生じないが、しかし相対回転数を所定値内に制限するた
めには相対回転数を検出してこれに応じた油圧を発生す
る電気−油圧制御装行が必要ｒあり、またその制御系の
問題から応答性が悪くなることがあり、このためトルク
変動に即応できず、前記相対回転数差を所定値以内に制
限できずにリミットスリップディファレンシャル作用が
不安定になることがある。A wet hydraulic clutch is used as the limit slip differential device of the center differential device of a four-wheel drive device, and this does not cause the above-mentioned problems, but in order to limit the relative rotation speed within a predetermined value, It is necessary to install an electro-hydraulic control system that detects the relative rotational speed and generates the corresponding hydraulic pressure, and problems with that control system can cause poor response, making it impossible to respond immediately to torque fluctuations. In some cases, the relative rotational speed difference cannot be limited to within a predetermined value, and the limit slip differential operation may become unstable.
本発明は、上述の如き問題を生じることがなく、リミッ
トスリップディファレンシトル装置として用いられて好
適な油圧クラッチ装置を提供することを目的としている
。An object of the present invention is to provide a hydraulic clutch device that does not cause the above-mentioned problems and is suitable for use as a limit slip differential clutch device.
問題点を解決するための手段
上述の如き目的は、本発明によれば、サーボ油圧室に供
給される油圧に応じて第一の軸部材と第二の軸部材とを
トルク伝達関係に接続する油圧作動式のクラッチと、前
記第一の軸部材と前記第二゛の軸部材との回転数差によ
り回転駆動されるオイルポンプと、前記オイルポンプが
発生する油圧を前記サーボ油圧室へ導く油圧通路手段と
を有している油圧クラツｙ−装置によって達成される。Means for Solving the Problems According to the present invention, the above-mentioned object is to connect a first shaft member and a second shaft member in a torque transmission relationship depending on the hydraulic pressure supplied to the servo hydraulic chamber. a hydraulically actuated clutch, an oil pump rotationally driven by a difference in rotational speed between the first shaft member and the second shaft member, and a hydraulic pressure that guides the hydraulic pressure generated by the oil pump to the servo hydraulic chamber. This is achieved by means of a hydraulic hydraulic device having passage means.
前記サーボ油圧室へ導く油圧を制御するために、前記サ
ーボ油圧室へ導く油圧を、可変の流量をもってドレンし
て該油圧を可変減圧する可変減圧弁が設けられて良い。In order to control the hydraulic pressure guided to the servo hydraulic chamber, a variable pressure reducing valve may be provided to variably reduce the hydraulic pressure by draining the hydraulic pressure guided to the servo hydraulic chamber at a variable flow rate.
発明の作用及び効果
上述の如き構成によれば、前記第一の軸部材と前記第二
の軸部材との間に回転数差がない時には、前記オイルポ
ンプが回転駆動されないから、前記サーボ油圧室にクラ
ッチを係合させるに必要な油圧が供給されず、前記クラ
ッチの伝達トルク容量が実質的に０に設定されて前記第
一の軸部材と前記第二の軸部材とは前記クラッチによっ
てはトルク伝達関係に接続されない。前記第一の軸部材
と前記第二の軸部材との間に回転数差が生じると、この
回転数差によってオイルポンプが回転駆動され、オイル
ポンプがこの回転数差に応じた油圧を発生し、この油圧
が前記サーボ油圧室に供給されることにより館記りラッ
ヂが前記第一の軸部材と前記第二の軸部材とをトルク伝
達関係に接続するようになり、このクラッチの伝達トル
ク容量は前記第一の軸部材と前記第二の軸部材との回転
数差の増大に応じて増大するようになる。これにより前
記クラッチの作動が前記第一の軸部材と前記第二の軸部
材との回転数差によってセルフフィードバック制御され
、前記第一の軸部材と前記第二の軸部材との回転数差が
所定値を越えて増大することが自動的に回避される。こ
の第一の軸部材と第二の軸部材との最大回転数差は前記
オイルポンプより前記サーボ油圧室に供給される油圧に
より決まり、この油圧が可変減圧弁により可変減圧され
ることに゛より前記最大回転数差が前記可変減圧弁の作
動に応じて可変設定されるようになる。Effects and Effects of the Invention According to the configuration as described above, when there is no rotational speed difference between the first shaft member and the second shaft member, the oil pump is not rotationally driven, so that the servo hydraulic chamber The hydraulic pressure required to engage the clutch is not supplied to the clutch, and the transmission torque capacity of the clutch is set to substantially zero, and the first shaft member and the second shaft member are Not connected to a transmission relationship. When a rotational speed difference occurs between the first shaft member and the second shaft member, the oil pump is rotationally driven by this rotational speed difference, and the oil pump generates oil pressure according to this rotational speed difference. By supplying this hydraulic pressure to the servo hydraulic chamber, the clutch connects the first shaft member and the second shaft member in a torque transmission relationship, and the transmission torque capacity of this clutch increases. increases as the rotation speed difference between the first shaft member and the second shaft member increases. As a result, the operation of the clutch is self-feedback controlled based on the rotational speed difference between the first shaft member and the second shaft member, and the rotational speed difference between the first shaft member and the second shaft member is controlled by self-feedback. An increase beyond a predetermined value is automatically avoided. The maximum rotation speed difference between the first shaft member and the second shaft member is determined by the oil pressure supplied from the oil pump to the servo hydraulic chamber, and this oil pressure is variably reduced by the variable pressure reducing valve. The maximum rotation speed difference is variably set according to the operation of the variable pressure reducing valve.
上述の如き構成よりなる油圧クラッチ装置は終減速装置
或いは四輪駆動装置のセンタディファレンシャルＷｆｉ
？ｆｆに組込まれるリミツスリップディファレンシャル
装置以外に車輌用自動変速機の流体式トルクコンバータ
のロックアツプクラッチとしても右効辷利用され得るも
のである。The hydraulic clutch device configured as described above is used as a final reduction gear or a center differential Wfi of a four-wheel drive device.
? In addition to the limit slip differential device incorporated in the FF, it can also be used as a lock-up clutch for a hydraulic torque converter in an automatic vehicle transmission.
実７１１１！ｉ例
以下に添付の図を参照して本発明を実施例について詳細
に説明する。Fruit 7111! EXAMPLES The present invention will now be described in detail by way of example with reference to the accompanying drawings.
第１図は本発明による油圧クラッチ装置の一つの実施例
を示している。図に於て、１０は第一の軸部材を、２０
は第二の軸部材を各々示しており、該両輪部材は互いに
同一軸線上に設けられて突き合わされている。FIG. 1 shows one embodiment of a hydraulic clutch device according to the present invention. In the figure, 10 indicates the first shaft member, 20
1 and 2 respectively indicate the second shaft members, and the two wheel members are provided on the same axis and abut against each other.
第一の軸部材１０には一端を端部壁１２によって閉じら
れたクラッチドラム３０が一体に設けられている。A clutch drum 30 whose one end is closed by an end wall 12 is integrally provided with the first shaft member 10 .
第二の軸部材２０の先端部にはポンプマウント７ランジ
２２が一体に設けられており、このポンプマウント７ラ
ンジ２２にはねじ２４によってポンプハウジング４０が
固定されている。第二の軸部材２０はクラッチドラム３
０に固定して取付けられｙ＝エンドカバー３２にボール
軸受３５によって回転可能に接続され、これにより円形
横断面のポンプマウントフランジ２２及びポンプハウジ
ング４０はクラッチドラム３０の内側にこれと同心に配
置されている。A pump mount 7 flange 22 is integrally provided at the tip of the second shaft member 20 , and a pump housing 40 is fixed to this pump mount 7 flange 22 with screws 24 . The second shaft member 20 is the clutch drum 3
0 fixedly mounted and rotatably connected to the end cover 32 by a ball bearing 35, so that the pump mounting flange 22 of circular cross section and the pump housing 40 are arranged inside the clutch drum 30 and concentrically therewith. ing.
クラッチドラム３０の内周面にはスプライン３４が形成
されていてスプライン３４には複数枚の円環状のクラッ
チディスク３６が係合している。A spline 34 is formed on the inner peripheral surface of the clutch drum 30, and a plurality of annular clutch discs 36 are engaged with the spline 34.
ポンプマウントフランジ２２とポンプハウジング４ｏの
外周面は互いに同一径になっていてこの外周面にはスプ
ライン２６が形成され、スプライン２６には複数枚の円
環状のクラッチプレート３８が係合している。クラッチ
ディスク３６とクラッチプレート３８とは互いに交互に
配置されて多板クラッチ３７を成している。The outer peripheral surfaces of the pump mount flange 22 and the pump housing 4o have the same diameter, and a spline 26 is formed on the outer peripheral surface, and a plurality of annular clutch plates 38 are engaged with the spline 26. Clutch disks 36 and clutch plates 38 are arranged alternately with each other to form a multi-disc clutch 37.
クラッチドラム３０の端部壁１２の側にはサーボピスト
ン５０が軸方向に移動可能に設けられている。サーボピ
ストン５０は、一方の側にて、即ら図にて右側にてクラ
ッチディスク３６と対向し、図にて右方へ押圧されるこ
とによりクラッチディスク３６とクラッチプレート３８
とをその押圧力に応じ゛Ｃ摩擦係合させるようになって
いる。サーボビス１−ン５０より図にて右側にてクラッ
チディスク３６とクラッチプレート３８とを収容してい
るクラップ−１５２はオイルシール２８により密閉され
て油を貯容するようになっている。この油により多板ク
ラッチ３７は湿式クラッチとなる。A servo piston 50 is provided on the side of the end wall 12 of the clutch drum 30 so as to be movable in the axial direction. The servo piston 50 faces the clutch disk 36 on one side, that is, on the right side in the figure, and is pressed to the right in the figure to cause the clutch disk 36 and the clutch plate 38 to move.
and are brought into frictional engagement according to the pressing force. On the right side of the servo screw 1-50 in the figure, a clutch 152 housing the clutch disk 36 and clutch plate 38 is hermetically sealed by an oil seal 28 to store oil. This oil turns the multi-plate clutch 37 into a wet clutch.
サーボピストン５０の他方の側、即ち図にて左側にはサ
ーボ油圧室５４が設けられており、サーボピストン５０
はサーボ油圧室５４に供給される油圧の増大に応じて図
にて右方への押圧力を増大してクラッチ係合圧を増大す
るようになっている。A servo hydraulic chamber 54 is provided on the other side of the servo piston 50, that is, on the left side in the figure.
In response to an increase in the hydraulic pressure supplied to the servo hydraulic chamber 54, the pressing force to the right in the figure is increased to increase the clutch engagement pressure.
ポンプハウジング４０内にはドリブンギア４２とドライ
ブギア４４とを有する内接歯車ポンプ４６が構成されて
おり、内接歯車ポンプ４６はドライブギア４４がポンプ
ハウジング４ｏに対して回転することにより油路４８よ
りクラッチ室５２の油を吸入してこれを吐出ボート４９
へ吐出するようになっている。ドライブギア４４はその
軸部４５にて第一の軸部材１０とスプライン係合して第
一の軸部材１０と一体回転するようになっている。An internal gear pump 46 having a driven gear 42 and a drive gear 44 is configured inside the pump housing 40, and the internal gear pump 46 has an oil passage 48 when the drive gear 44 rotates with respect to the pump housing 4o. The boat 49 sucks oil in the clutch chamber 52 and discharges it.
It is designed to discharge to. The drive gear 44 is spline-engaged with the first shaft member 10 at its shaft portion 45 so as to rotate together with the first shaft member 10 .
これにより内接歯車ポンプ４６は第一の軸部材１０と第
二の軸部材２０との回転数差によって回転駆動される。Thereby, the internal gear pump 46 is rotationally driven by the difference in rotational speed between the first shaft member 10 and the second shaft member 20.
吐出ボート４９は、ドリブンギア４４に設けられた油孔
５６、第一の軸部材１ｏに設けられた油ＩＬ５８及び６
０を経てサーボ油圧室５４に連通し、これにより内接歯
車ポンプ４６が発生した油圧がサーボ油圧室５４へ導か
れるようになっている。The discharge boat 49 has an oil hole 56 provided in the driven gear 44 and oil ILs 58 and 6 provided in the first shaft member 1o.
0 to the servo hydraulic chamber 54, so that the hydraulic pressure generated by the internal gear pump 46 is guided to the servo hydraulic chamber 54.
またポンプハウジング４０には内接歯車ポンプ４６の最
高吐出圧を規制するためのリリーフ弁６２が設けられて
いる。Further, the pump housing 40 is provided with a relief valve 62 for regulating the maximum discharge pressure of the internal gear pump 46.
第一の軸部材１０と第二の軸部材２ｏとが同一回転数に
て回転していて第一の軸部材１０と第二の軸部材２０と
の間に回転数差がない時には、内接歯車ポンプ４６が全
（回転ｊ１１！動されないから、内接歯車ポンプ４６は
実質的な油圧を発生せず、従ってこの時には、サーボピ
ストン５０は押圧作用を行わず、クラッチディスク３６
とクラッチプレート３８とは実質的に摩擦係合せずに切
り離され、多板クラッチ３７は非係合状態を保ち、第一
の軸部材１０と第二の軸部材２０とは互いに自由に回転
し１！）る状態を維持する。When the first shaft member 10 and the second shaft member 2o are rotating at the same rotation speed and there is no difference in the rotation speed between the first shaft member 10 and the second shaft member 20, the inscribed Since the gear pump 46 is not operated at full rotation (revolution j11!), the internal gear pump 46 does not generate substantial oil pressure, and therefore, at this time, the servo piston 50 does not perform a pressing action and the clutch disc 36
and the clutch plate 38 are separated without substantially frictional engagement, the multi-plate clutch 37 remains disengaged, and the first shaft member 10 and the second shaft member 20 freely rotate relative to each other. ! ).
第一の軸部材１０の回転数が第二の軸部材２０の回転数
より大きくなって第一の軸部材１０と第二の軸部材２０
との間に回転数差が生じると、内接ｍｒｎポンプ４６が
その回転数差により回転駆動され、これにより内接歯巾
ポンプ４６は油路４８よりクラッチ室５２の油を吸入し
て吐出ボート４９に油圧を発生するようになる。この油
圧は、油路５６．５８．６０を経てサーボ油圧室５４に
供給され、この油圧によりサーボピストン５４が図にて
右方へ押圧されてクラッチディスク３６とクラッチプレ
ート３８とが摩擦係合するようになる。The rotation speed of the first shaft member 10 becomes larger than the rotation speed of the second shaft member 20, and the first shaft member 10 and the second shaft member 20
When a difference in rotational speed occurs between the two, the internal mrn pump 46 is driven to rotate due to the difference in rotational speed, and as a result, the internal tooth width pump 46 sucks oil from the clutch chamber 52 through the oil passage 48 and discharges the oil from the clutch chamber 52. Hydraulic pressure will be generated at 49. This oil pressure is supplied to the servo oil pressure chamber 54 through oil passages 56, 58, 60, and this oil pressure pushes the servo piston 54 to the right in the figure, causing frictional engagement between the clutch disc 36 and the clutch plate 38. It becomes like this.
これにより多板クラッチ３７が係合し、第一の軸部材１
０と第二の軸部材２９とが多板クラッチ３７によってト
ルク伝達関係に接続されるようになる。この時の多板ク
ラッチ３７の伝達トルク容量はサーボ油圧室５４の油圧
により決まり、第一の軸部材１０と第二の軸部材２０と
の回転数差が大きい時はど大きくなる。As a result, the multi-plate clutch 37 is engaged, and the first shaft member 1
0 and the second shaft member 29 are connected in a torque transmission relationship by a multi-disc clutch 37. The transmission torque capacity of the multi-disc clutch 37 at this time is determined by the oil pressure in the servo hydraulic chamber 54, and increases when the difference in rotational speed between the first shaft member 10 and the second shaft member 20 is large.
多板クラッチ３７によって第一の軸部材１０と第二の軸
部材２０とがｎいにトルク伝達関係に接続されると、こ
の時の多板クラッチ３１の伝達トルク容ｒに応じて第一
の軸部材１０と第二の軸部材２０との回転数差が減少す
るようになる。このようにして第一の軸部材１０と第二
の軸部材２０との回転数差が少なくなると、内接歯車ポ
ンプ４６の駆動回転数が減少して内接ｌ！１ｉＪｉｔ！
ポンプ４６が発生する油圧が低減し、これに従い多板ク
ラッチ３７のクラッヂ係合圧が減少してその伝達トルク
容量が低下し、再び第一の軸部材１０と第二の軸部材２
０との回転ＷＩ差が大きくなり得る状態になる。第一の
軸部材１０と第二軸部材２０との間に回転数差がある時
にはト述の如き作動が繰返されることにより、第一の軸
部材１０と第二の軸部材２０とは、内接歯車ポンプ４６
の吐出圧とサーボピストン５０のサーボ特性により決ま
る成る所定の回転数差を保って回転するようになり、該
両者の回転数差が所定値を越えて上昇することが回避さ
れる。When the first shaft member 10 and the second shaft member 20 are connected in a torque transmission relationship by the multi-disc clutch 37, the first shaft member 10 and the second shaft member 20 are The difference in rotational speed between the shaft member 10 and the second shaft member 20 is reduced. In this way, when the difference in rotational speed between the first shaft member 10 and the second shaft member 20 decreases, the driving rotational speed of the internal gear pump 46 decreases, and the internal gear pump 46 is driven at a lower rotational speed. 1iJit!
The hydraulic pressure generated by the pump 46 decreases, the clutch engagement pressure of the multi-disc clutch 37 decreases, and its transmission torque capacity decreases, and the first shaft member 10 and the second shaft member 2
The state is such that the difference in rotation WI from 0 can become large. When there is a difference in rotational speed between the first shaft member 10 and the second shaft member 20, the above-mentioned operation is repeated, so that the first shaft member 10 and the second shaft member 20 are Gear pump 46
The servo piston 50 rotates while maintaining a predetermined rotational speed difference determined by the discharge pressure of the servo piston 50 and the servo characteristics of the servo piston 50, and the rotational speed difference between the two is prevented from increasing beyond a predetermined value.
尚、第二の軸部材２０の回転数は第一の軸部材１０の回
転数より大きくなった時には内接歯巾ポンプ４６は逆回
転し、サーボ油圧室５４の油は速やかにクラッチ室５２
に排出されるようになる。Note that when the rotational speed of the second shaft member 20 becomes higher than the rotational speed of the first shaft member 10, the internal tooth width pump 46 rotates in the opposite direction, and the oil in the servo hydraulic chamber 54 is immediately transferred to the clutch chamber 52.
will be discharged.
従って、第一の軸部材１０と第二の軸部材２０のいずれ
の一方が他方に対して高い時には該両者の回転数差は所
定値を越えて上昇しないようにする必要がある場合は、
内接ｍｒｓポンプ４６の吐出作用回転方向が互いに異っ
た二つのクラッチ装置が組合せられて用いられればよい
。Therefore, when either the first shaft member 10 or the second shaft member 20 is higher than the other, if it is necessary to prevent the rotation speed difference between the two from exceeding a predetermined value,
Two clutch devices in which the internal mrs pump 46 operates in different rotational directions for discharge operation may be used in combination.
第２図は第１図に示された本発明による油圧クラッチ装
置の他の一つの実施例を示している。尚、第２図に於て
第１図に対応する部分は第１図に付した符号と同一の符
号により示されている。かかる実施例に於ては、第一の
軸部材１０の油孔５８に可変減圧弁６４が組込まれてい
る。可変減圧弁６４は、第一の軸部材１０に固定された
固定オリフィス６６と、ピストン部材６８及び該ピスト
ン部材に取付けられたメジャリング二一ドル７０とを有
し、固定オリフィス６６は一方の側にて油孔５８に連通
し、他方の側にてドレン油路７２及び７４を経てクラッ
チ室５２に連通している。ピストン６８は、圧縮コイル
ばね７６によって図にて左方へ、即ちメジャリング二一
ドル７６が固定オリフィス６６より遠ざかる方向へ付勢
され、油室６８に供給される油圧に応じて圧縮フィルば
ね７６のばね力に抗して図にて右方へ、即ちメジャリン
グ二一ドル７０が固定オリフィス６６に近付いて該固定
オリフィスの実効開口面積を減少せしめる方向へ移動す
るようになっている。油室７８は第一の軸部材１０に設
けられた油孔８０を経て第一の軸部材１０の支持部材１
４に設けられた油孔８２に連通し、これより所要の制御
に応じて変化する油圧を供給されるようになっている。FIG. 2 shows another embodiment of the hydraulic clutch device according to the invention shown in FIG. In FIG. 2, parts corresponding to those in FIG. 1 are designated by the same reference numerals as in FIG. In this embodiment, a variable pressure reducing valve 64 is incorporated into the oil hole 58 of the first shaft member 10. The variable pressure reducing valve 64 has a fixed orifice 66 fixed to the first shaft member 10, a piston member 68 and a measuring valve 70 attached to the piston member, with the fixed orifice 66 on one side. It communicates with the oil hole 58 at one side, and communicates with the clutch chamber 52 via drain oil passages 72 and 74 on the other side. The piston 68 is biased to the left in the figure by a compression coil spring 76, that is, in a direction in which the measuring needle 76 moves away from the fixed orifice 66, and the compression fill spring 76 is biased in response to the hydraulic pressure supplied to the oil chamber 68. The measuring needle 70 moves toward the right in the figure against the spring force, that is, in a direction that approaches the fixed orifice 66 and reduces the effective opening area of the fixed orifice. The oil chamber 78 is connected to the support member 1 of the first shaft member 10 through an oil hole 80 provided in the first shaft member 10.
It communicates with an oil hole 82 provided in 4, from which oil pressure that changes depending on the required control is supplied.
この実施例に於ては、内接歯車ポンプ４６が発生する油
圧の一部が固定オリフィス６６を経てクラッチ室５２に
ドレンされ、サーボ油圧室５４に供給される油圧が固定
オリフィス６６の実効開口面積に応じて可変設定される
ようになる。油室７８に供給される油圧が高い時はどピ
ストン６８が圧縮コイルばね７６のばね力に抗して図に
て右方へ移動し、メジャリング二一ドル７０が固定オリ
フィス６６に近付いて固定オリフィス６６の実効開口面
積を減少せしめることにより、油室７８の油圧が高い時
はど可変減圧弁６４に於ける油圧の減圧性が減少してサ
ーボ油圧室５４に供給される油圧が高くなり、これに対
し油室７８の油圧が低い時はどピストン６８が圧縮コイ
ルばね７６のばね力によって図にて左方へ変位してメジ
ャリング二一ドル７０が固定オリフィス６６より遠ざか
って固定オリフィス６６の実効間口面積が増大すること
により可変減圧弁６４の油圧減圧性が増大してサーボ油
圧室５４に供給される油圧が減少するようになる。In this embodiment, a portion of the hydraulic pressure generated by the internal gear pump 46 is drained into the clutch chamber 52 via the fixed orifice 66, and the hydraulic pressure supplied to the servo hydraulic chamber 54 is controlled by the effective opening area of the fixed orifice 66. It will be set variably depending on. When the oil pressure supplied to the oil chamber 78 is high, the piston 68 moves to the right in the figure against the spring force of the compression coil spring 76, and the measuring ring 70 approaches the fixed orifice 66 and is fixed. By reducing the effective opening area of the orifice 66, when the oil pressure in the oil chamber 78 is high, the pressure reducing ability of the oil pressure in the variable pressure reducing valve 64 is reduced, and the oil pressure supplied to the servo oil pressure chamber 54 is increased. On the other hand, when the oil pressure in the oil chamber 78 is low, the piston 68 is displaced to the left in the figure by the spring force of the compression coil spring 76, and the measuring ring 21 is moved away from the fixed orifice 66. As the effective frontage area increases, the hydraulic pressure reducing ability of the variable pressure reducing valve 64 increases, and the hydraulic pressure supplied to the servo hydraulic chamber 54 decreases.
サーボ油圧室５４に供給される油圧が高い時はど多板ク
ラッチ３７の係合圧が高くなることによって第一の軸部
材１０と第二の軸部材２０との最大回転数差は小さくな
り、サーボ油圧室５４の油圧が低い時はどその最大回転
数差が大きくなるから、油室７８に供給される油圧に応
じてその最大回転数差が可変設定されるようになる。When the hydraulic pressure supplied to the servo hydraulic chamber 54 is high, the engagement pressure of the multi-disc clutch 37 becomes high, and the maximum rotational speed difference between the first shaft member 10 and the second shaft member 20 becomes small. When the oil pressure in the servo hydraulic chamber 54 is low, the difference in maximum rotation speed becomes large, so the difference in maximum rotation speed is variably set according to the oil pressure supplied to the oil chamber 78.
この最大回転数差の可変設定制御は、本発明による油圧
クラッチ装置が車輌用動力伝達装置に於けるリミットス
リップディファレンシ１＝ルＩ’ｌｌ或いは流体式トル
クコンバータのロックアツプクラッチとして用いられる
場合には、中速、原動機の出力、原動機の回転数、車輌
の旋回度、走行路面の摩擦係数等に応じて行われ・れば
よい。This variable setting control of the maximum rotational speed difference is applicable when the hydraulic clutch device according to the present invention is used as a limit slip differential in a vehicle power transmission device or as a lock-up clutch in a hydraulic torque converter. may be performed depending on the medium speed, the output of the prime mover, the rotational speed of the prime mover, the turning angle of the vehicle, the friction coefficient of the road surface, etc.
以上に於ては、本発明を特定の実施例について詳細に説
明したが、本発明は、これに限定されるものではなく、
本発明の範囲内にて種々の実施例が可能であることは当
業者にとって明らかであろう。Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited thereto.
It will be apparent to those skilled in the art that various embodiments are possible within the scope of the invention.
第１図は本発明による油圧クラッチ装置の一つの実施例
を示す縦断面図、第２図は本発明による油圧クラッチ装
置の他の一つの実施例を示す縦断面図である。
１０・・・第一の軸部材、１２・・・端部壁、１４・・
・支持部材、２０・・・第二の軸部材、２２・・・ポン
プマウントフランジ、２４・・・ねじ、２６・・・スプ
ライン。
２８・・・オイルシール、３０・・・クラッチドラム、
３２・・・エンドカバー、３４・・・スプライン、３５
・・・ボール軸受、３６・・・クラッヂディスク、３７
・・・多板クラッチ、３８・・・クラッチプレート、４
０・・・ポンプハウジング、４２・・・ドリブンギア、
４４・・・ドライブギア、４５・・・軸部、４６・・・
内接歯車ポンプ。
４８・・・油路、４９・・・吐出ボート、５０・・・サ
ーボピストン、５２・・・クラッチ室、５４・・・サー
ボ油圧室。
５６．５８．６０・・・油路、６２・・・リリーフ弁、
６４・・・可変減圧１ｆ’、６６・・・固定オリフィス
、６８・・・ピストン、７０・・・メジャリング二一ド
ル、７２．７４・・・ドレン油路、７６・・・圧縮コイ
ルばね、７８・・・油室、８０．８２・・・油孔
時 許 出 願 人 トヨタ自動巾株式会社代
理 人 弁理士 明石 昌毅第１図
５４−一一寸−に池、圧、１
第２図
スフ
６４−Ｔｒ叉：Ａユ丁FIG. 1 is a longitudinal cross-sectional view showing one embodiment of the hydraulic clutch device according to the present invention, and FIG. 2 is a longitudinal cross-sectional view showing another embodiment of the hydraulic clutch device according to the present invention. DESCRIPTION OF SYMBOLS 10... First shaft member, 12... End wall, 14...
- Support member, 20... Second shaft member, 22... Pump mount flange, 24... Screw, 26... Spline. 28...Oil seal, 30...Clutch drum,
32... End cover, 34... Spline, 35
...Ball bearing, 36...Crudge disc, 37
...multi-plate clutch, 38...clutch plate, 4
0...Pump housing, 42...Driven gear,
44...Drive gear, 45...Shaft portion, 46...
Internal gear pump. 48...Oil passage, 49...Discharge boat, 50...Servo piston, 52...Clutch chamber, 54...Servo hydraulic chamber. 56.58.60...Oil passage, 62...Relief valve,
64... Variable pressure reduction 1f', 66... Fixed orifice, 68... Piston, 70... Measuring 21 dollars, 72.74... Drain oil path, 76... Compression coil spring, 78...Oil room, 80.82...Oil hole time Applicant: Toyota Automobile Co., Ltd.
Attorney Masaki Akashi, Patent Attorney Figure 1: 54-11 inch - Ike, Pressure, 1 Figure 2 Sufu 64-Tr: Ayu-cho
Claims (2)
部材と第二の軸部材とをトルク伝達関係に接続する油圧
作動式のクラッチと、前記第一の軸部材と前記第二の軸
部材との回転数差により回転駆動されるオイルポンプと
、前記オイルポンプが発生する油圧を前記サーボ油圧室
へ導く油圧通路手段とを有している油圧クラッチ装置。(1) A hydraulically actuated clutch that connects a first shaft member and a second shaft member in a torque transmission relationship according to the hydraulic pressure supplied to the servo hydraulic chamber; A hydraulic clutch device comprising: an oil pump that is rotationally driven by a rotational speed difference with a shaft member; and hydraulic passage means for guiding hydraulic pressure generated by the oil pump to the servo hydraulic chamber.
部材と第二の軸部材とをトルク伝達関係に接続する油圧
作動式のクラッチと、前記第一の軸部材と前記第二の軸
部材との回転数差により回転駆動されるオイルポンプと
、前記オイルポンプが発生する油圧を前記サーボ油圧室
へ導く油圧通路手段と、前記サーボ油圧室へ導く油圧を
可変の流量をもってドレンして該油圧を可変減圧する可
変減圧弁とを有している油圧クラッチ装置。(2) a hydraulically actuated clutch that connects the first shaft member and the second shaft member in a torque transmission relationship according to the hydraulic pressure supplied to the servo hydraulic chamber; an oil pump rotationally driven by a rotational speed difference between the oil pump and the shaft member; a hydraulic passage means for guiding the hydraulic pressure generated by the oil pump to the servo hydraulic chamber; and a hydraulic passage means for draining the hydraulic pressure leading to the servo hydraulic chamber at a variable flow rate. A hydraulic clutch device comprising a variable pressure reducing valve that variably reduces the hydraulic pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61082533A JPS62242133A (en) | 1986-04-10 | 1986-04-10 | Hydraulic clutch device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61082533A JPS62242133A (en) | 1986-04-10 | 1986-04-10 | Hydraulic clutch device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62242133A true JPS62242133A (en) | 1987-10-22 |
Family
ID=13777140
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61082533A Pending JPS62242133A (en) | 1986-04-10 | 1986-04-10 | Hydraulic clutch device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62242133A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100578907B1 (en) | 2005-02-02 | 2006-05-11 | 현대자동차주식회사 | Installing structure for wet multi-plates for automatic transmission |
-
1986
- 1986-04-10 JP JP61082533A patent/JPS62242133A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100578907B1 (en) | 2005-02-02 | 2006-05-11 | 현대자동차주식회사 | Installing structure for wet multi-plates for automatic transmission |
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