JP2000118253A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To transmit the driving torque of an engine during both forward and backward traveling, and to cut off a wheel during braking. SOLUTION: A power transmission device is provided with an input shaft 39 rotated by the driving force of an engine, a detecting member 49 pressed to a static member 33 side by a pressing means 51 to detect the rotation of the input shaft 39, a one-way clutch 35 disposed between the input shaft 39 and an intermediate shaft 45 holding the detecting member 49 therebetween, and a differential sensitivity type coupling 37 disposed between the intermediate shaft 45 and an output shaft 63. The one-way clutch 35 is connected by the rotation detection of the detecting member 49 when the input shaft 39 is rotated, and disconnected when the shaft is made static.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a power transmission device used for a four-wheel drive vehicle.

[0002]

2. Description of the Related Art Japanese Patent Publication No. 7-6556 discloses a power transmission device 201 as shown in FIG.

[0003] This power transmission device 201 is used in a four-wheel drive vehicle, and is rotated by the driving force of an engine, and has an input shaft 205 and an input shaft 20 connected to an output shaft 203 on the rear wheel side.
5, a front wheel-side output shaft 209 and an output shaft 209 disposed inside the case 207 so as to be relatively rotatable.
Sprocket 211, sprocket 211 connected to
And a sprocket on the other side, a chain 213, a multi-plate clutch 215 disposed between the rotating case 207 and the output shaft 209, an oil pump 217, a hydraulic actuator 219, and the like. .

When relative rotation occurs between the rear wheel side rotating case 207 and the front wheel side output shaft 209 due to the rear wheel side idling, the oil pump 217 is operated by the relative rotation, and the hydraulic actuator is operated. The hydraulic pressure is sent to 219, and the multi-plate clutch 215 is engaged.

When the multi-plate clutch 215 is engaged, a driving force is transmitted to the front wheels via the output shaft 209, the sprocket 211 and the chain 213, and the vehicle is driven in a four-wheel drive state, and is used on rough roads. Drivability and vehicle stability are improved.

FIG. 12 is a graph showing a change in the front wheel driving torque (T) with respect to the differential rotation speed (間 の N) between the front and rear wheels. The first quadrant is the range where the vehicle accelerates while traveling forward,
The second quadrant is a range where the vehicle decelerates while traveling forward, the third quadrant is a range where the vehicle accelerates while traveling backward, and the fourth quadrant is a range where the vehicle decelerates while traveling backward.

The power transmission device 201 activates the oil pump 217 when the rear wheel side idles. Therefore, the graph of FIG. 3 shows both when the vehicle is traveling forward (quadrant I) and when the vehicle is traveling backward (quadrant III).
As in 01, torque transmission to the front wheels is performed.

[0008]

However, the transmission torque of the power transmission device 201 is a restraining force between the front wheels and the rear wheels. When the front and rear wheels are restrained in this manner, braking is performed. In the second and fourth quadrants of FIG. 12, torque is transmitted between the front and rear wheels as shown in the graph 303, and a large restraining force is generated.

For example, if the front wheels are locked during braking in the second quadrant, the rear wheels are also locked by this large restraining force. B. S (Anti-lock brake system)
Interference with A.I. B. Normal operation of S is inhibited.

Therefore, at the time of braking, graph 3 in the second and fourth quadrants
I want to reduce the binding force between the front and rear wheels as in 05.

However, the power transmission device 201 does not have a function of releasing the restraint of the front and rear wheels during braking.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a power transmission device capable of separating the wheels during braking while transmitting the driving torque of the engine during both forward traveling and reverse traveling.

[0013]

According to a first aspect of the present invention, there is provided a power transmission device disposed in a front wheel power transmission system or a rear wheel power transmission system of a four-wheel drive vehicle, wherein the driving force of an engine is provided. An input shaft that is rotated by the pressing member, a detection member that detects the rotation of the input shaft with respect to the stationary side by being pressed to the stationary member side by the pressing unit and braking the rotation, and an input shaft and an intermediate shaft that sandwich the detection member. A one-way clutch disposed between the intermediate shaft and a wheel-side output shaft, and a differential-sensitive coupling that transmits a driving force in accordance with the differential rotation. When a rotation difference occurs between the member and the detection member, the one-way clutch is connected, and the driving force is transmitted from the intermediate shaft to the differential-sensitive coupling, and the input shaft stops and the rotation difference with the detection member is reduced. When it is gone, one way Coupling of the latch is released, characterized in that the decoupled input shaft and the intermediate shaft.

As described above, by pressing the detecting member toward the stationary member by the pressing means and braking the rotation, the relative rotation between the input shaft and the detecting member determines whether the input shaft is rotating with respect to the stationary side. Can be detected.

Therefore, when the input shaft rotates, the one-way clutch is connected by a rotation difference generated between the one-way clutch and the detection member. When the input shaft is stationary, the one-way clutch is connected by eliminating the rotation difference from the detection member. Can be canceled.

When the one-way clutch is engaged, the driving force of the engine is transmitted from the input shaft to the intermediate shaft via the one-way clutch, and further transmitted from the intermediate shaft to the wheels via the differential-sensitive coupling. . When the connection of the one-way clutch is released, the wheels on the power transmission device side are disconnected.

For example, in the case of a four-wheel drive vehicle in which this power transmission device is arranged in the power transmission system on the front wheel side and the rear wheels are always connected to the engine side, both during forward traveling and reverse traveling, except during braking The rotation of the input shaft during traveling causes a rotation difference between the detection member and the one-way clutch, and the one-way clutch is connected, so that the driving force of the engine is transmitted to the front wheels via the one-way clutch and the differential-sensitive coupling As a result, the four-wheel drive state is maintained, and excellent vehicle body stability and poor road performance are obtained.

During braking, the input shaft on the engine side comes to a standstill, and the front wheel side is disconnected by the one-way clutch.
The binding force between the front wheel and the rear wheel is released.

Therefore, even if the front wheels are locked during braking, the locking of the rear wheels that induces the spin of the vehicle body is prevented, and danger is avoided. B. The operation of S is kept normal.

According to a second aspect of the present invention, there is provided the power transmission device according to the first aspect, wherein the one-way clutch includes a one-sided member having a cam in which convex portions and concave portions are formed alternately, and is arranged to face the cam. The other side member having a cylindrical surface, having a rolling element disposed between the cam and the cylindrical surface and rotatably held by the detection member, one side member is provided on the input shaft side, The other member is provided on the intermediate shaft side, and when the input shaft rotates, the rolling element whose revolution is braked to the stationary member side via the detecting member is locked between the cylindrical surface and the convex portion of the cam, and the one-way member is provided. 2. The configuration according to claim 1, wherein when the clutch is connected, the input shaft stops, and there is no rotation difference between the input shaft and the detection member, the one-way clutch is disconnected by the idle rotation of the cylindrical surface with respect to the cam. The same effect as is obtained.

In this configuration, the revolution of the rolling element is braked via the detecting member, so that when the cam rotates together with the input shaft, the rolling element is locked between the cylindrical surface and the convex portion of the cam, and the one-way clutch is engaged. Are linked.

Further, when the input shaft stops, the rotation of the cam also stops and the locking of the rolling element is released, so that the cylindrical surface can idle on the cam and the connection of the one-way clutch is released.

In this way, the driving force is transmitted from the one-way clutch to the wheels via the differential-sensitive coupling while the vehicle is running, and the wheels on the power transmission device side are separated by the one-way clutch during braking. Locking of the side wheels is prevented, danger is avoided, and A.
B. The operation of S is kept normal.

According to a third aspect of the present invention, there is provided the power transmission device according to the first aspect, wherein the one-way clutch has an intermediate member whose rotation is braked to the stationary member side via the detecting member, and the intermediate member and the input shaft. And a clutch provided between the intermediate member and the intermediate shaft, and when the input shaft rotates, the cam operates due to the relative rotation between the input shaft and the intermediate member, and the intermediate member moves. The clutch and the one-way clutch are connected, and when the input shaft stops and the rotation difference between the intermediate member and the one-way clutch disappears, the operation of the cam stops and the connection between the clutch and the one-way clutch is released.
The same effect as that of the configuration is obtained.

In this configuration, the rotation of the intermediate member, which forms a cam with the input shaft and forms the clutch with the intermediate shaft, is braked via the detection member, so that the input shaft is driven with the traveling of the vehicle. Rotates, the cam operates to move the intermediate member to the coupling side of the clutch, and the one-way clutch is coupled.

When the input shaft stops at the time of braking, the operation of the cam for connecting the clutch is stopped, and the connection of the one-way clutch is released.

In this way, the driving force is transmitted from the one-way clutch to the wheels via the differential-sensitive coupling while the vehicle is running, and the wheels on the power transmission device side are disconnected by the one-way clutch during braking. Locking of the side wheels is prevented, danger is avoided, and A.
B. The operation of S is kept normal.

The invention according to claim 4 is the invention according to claims 1 to 3.
The power transmission device according to any one of claims 1 to 3, wherein the differential transmission type coupling is included, and an intermediate shaft is formed in a casing, which is a member on one side thereof. An effect equivalent to that of the third aspect is obtained.

In addition, in this configuration, an intermediate shaft is formed in the casing of the differential-sensitive coupling, so that the intermediate shaft of the one-way clutch and the differential-sensitive coupling are unitized.

This unitization makes the power transmission device small and lightweight, which is advantageous in terms of arrangement space.

Further, the unitized power transmission device is easy to assemble and disassemble, thereby reducing the operation cost.

The invention of claim 5 is the first to fourth aspects of the present invention.
The power transmission device according to any one of the above, wherein the intermediate shaft is a casing including the one-way clutch and the differential-sensitive coupling, and the detecting member is disposed in an axial direction of the casing. The projections protrude from the opening provided in the wall toward the pressing means and the stationary member, and the same effects as those of the first to fourth aspects are obtained.

In addition, since the one-way clutch and the differential-sensitive coupling are included in the case where the intermediate shaft has a casing shape, the unitization is further advanced, and the power transmission device is integrated. Assembly and removal become easier, and the cost of these operations is greatly reduced.

The invention of claim 6 is the first to fifth aspects of the present invention.
5. The power transmission device according to claim 1, wherein the pressing unit includes a plurality of brakes disposed on an outer periphery of the stationary member, and a ring configured to press the brakes toward the stationary member. The present invention is characterized by comprising a spring having the shape of a letter, and has the same effects as those of the first to fifth aspects.

In addition to this,
The pressing means including the ring-shaped spring for pressing the kish toward the stationary member has a simple structure and is low in cost.

Also, the brake is worn or
When the urging force of the spring is weakened, the function of the pressing means can be easily restored by exchanging them.

The invention of claim 7 is the first to sixth aspects of the present invention.
The power transmission device according to any one of claims 1 to 6, wherein the power transmission device is arranged in a power transmission system on a front wheel side, and an effect equivalent to the configuration of any one of claims 1 to 6 is obtained.

In addition, by arranging the power transmission device of the present invention in the power transmission system on the front wheel side, the rear wheel lock which induces spin of the vehicle body during braking is prevented as described in claim 1. Therefore, stability of the vehicle body is maintained and danger is avoided.

The power transmission device according to claim 8 is a power transmission device arranged in a rear wheel side power transmission system of a four-wheel drive vehicle,
An input shaft that is rotated by the driving force of the engine, an output shaft on the wheel side, an oil pump driven by the relative rotation between the input shaft and the output shaft, and an oil pump provided on a pump casing on the output shaft side A suction port, an oil sump communicating with the suction port, and a valve member whose rotation is controlled through braking means by inertia of a stationary member to open and close the suction port, when the input shaft rotates ahead of the output shaft. When the valve shaft rotates relative to the pump casing to open the suction port, the input shaft and the output shaft are connected by the work of the oil pump, and the output shaft rotates ahead of the input shaft. When the valve member rotates relative to the pump casing to close the suction port, the pump work of the oil pump is stopped and the connection between the input shaft and the output shaft is released. That.

Thus, the power transmission device of claim 8 is
An oil pump is disposed between an input shaft on the engine side and an output shaft on the wheel side, and rotation of a valve member that opens and closes an intake port of the oil pump is controlled by a braking unit disposed between the oil pump and a stationary member.

When the input shaft rotates ahead of the output shaft, the oil pump is driven by this relative rotation, and the valve member rotates relative to the pump casing to open the suction port.

When the suction port is opened, oil is supplied to the oil pump from the oil reservoir, and the input shaft and the output shaft are connected by the work of the pump.

When the output shaft rotates ahead of the input shaft, the valve member closes the suction port by relative rotation with the pump casing.

Even if the oil pump is driven, if the suction port is closed and the supply of oil is stopped, the pump work is stopped and the connection between the input shaft and the output shaft is released.

This power transmission device is arranged in a power transmission system on the rear wheel side of a four-wheel drive vehicle in which the front wheels are connected to the engine side.

In both forward traveling and reverse traveling, during normal traveling in which the rotation speeds of the front wheels and the rear wheels are the same or the difference in rotation is small, the pump work of the oil pump is small, so that the power transmission device is substantially used. And the driving force of the engine is not transmitted to the rear wheels.

In this manner, the vehicle enters a front-wheel drive two-wheel drive state.

When the front wheels idle, the engine-side input shaft of the power transmission rotates ahead of the rear-wheel output shaft.
As described above, the inlet is opened by the valve member,
The power transmission device is connected by the pump work of the oil pump.

As described above, the driving force of the engine is transmitted to the rear wheels as the front wheels idle, and the vehicle is driven in a four-wheel drive state.
The stability of the vehicle and the ability to travel on rough roads are improved.

At this time, the larger the front wheels idle, the greater the difference in rotation between the front and rear wheels and the pump work.
The larger driving force is transmitted to the rear wheels, and the effect of improving the stability of the vehicle body and the ability to travel on a rough road is enhanced.

Also, during braking, the rear-wheel output shaft rotates ahead of the engine-side input shaft both during forward running and during reverse running. Therefore, as described above, the suction port is closed by the valve member, and the pump work is stopped. Stops, the connection of the power transmission device is released, the rear wheel side is disconnected, and the binding force between the front wheel and the rear wheel is released.

Therefore, even if the front wheels are locked during braking, the rear wheels are prevented from being locked, which induces the spin of the vehicle body, thereby avoiding danger. B. The operation of S is kept normal.

According to a ninth aspect of the present invention, in the power transmission device according to the eighth aspect, a friction clutch, which is engaged by receiving an oil pressure of an oil pump, is disposed between the input shaft and the output shaft. In this case, an effect equivalent to that of the eighth aspect is obtained.

In addition, by disposing a friction clutch that is engaged by receiving the oil pressure of the oil pump between the input shaft and the output shaft, the coupling force of the power transmission device is strengthened, and the stability of the vehicle body is improved. The ability to drive on rough roads is further improved.

According to a tenth aspect, in the power transmission device according to the eighth or ninth aspect, the oil sump is provided between the stationary oil chamber and the pump casing on the output shaft side, The braking means is a resistance plate that brakes the valve member by receiving the inertia of oil in the oil sump, and stoppers are provided for holding the valve member at the open position and the closed position of the suction port, respectively. When the shaft rotates ahead of the shaft, the valve member, which is braked by oil via the resistance plate, opens the suction port and is held at this open position by the stopper. The valve member rotated in the opposite direction by receiving the inertia of the valve closes the suction port, and is held at the closed position by the stopper.

In this configuration, the resistance plate as the braking means receives the inertia of the oil in the oil sump as the stationary member and controls the rotation of the valve member, and the stopper moves the valve member between the open position and the closed position of the suction port. And hold respectively.

When the input shaft rotates ahead of the output shaft, the valve member braked via the resistance plate opens the suction port due to the inertia of the oil which tries to maintain the stationary position, and the stopper moves the valve member to the open position. To hold.

When the output shaft rotates ahead of the input shaft,
The valve member receiving the inertia of the oil through the resistance plate closes the suction port, and the stopper holds the valve member in this closed position.

In this way, the same effects as those of the eighth or ninth aspect are obtained.

According to an eleventh aspect of the present invention, in the power transmission device according to the eighth or ninth aspect, the oil reservoir is provided between the stationary oil chamber and the pump casing on the output shaft side, The braking means is a spring that presses the oil chamber and brakes the detection member by frictional resistance, and stoppers are provided for holding the detection member at the open position and the closed position of the suction port, respectively. Upon advance rotation, the detection member braked by the oil chamber via the spring opens the suction port, and is held at this open position by the stopper. When the output shaft rotates ahead of the input shaft, the oil chamber is braked by the spring. The detected detecting member closes the suction port, and is held at the closed position by the stopper.

In this structure, the spring as the braking means controls the rotation of the valve member by frictional resistance with the oil chamber as the stationary member, and the stopper moves the valve member between the open position and the closed position of the suction port. Hold.

When the input shaft rotates ahead of the output shaft, the valve member, which is braked by the spring in the oil chamber, opens the suction port, and the stopper holds the valve member in the open position.

When the output shaft rotates ahead of the input shaft,
The valve member, which is braked by the spring in the oil chamber, closes the suction port, and the stopper holds the valve member in the closed position.

Thus, the same effects as those of the eighth or ninth aspect are obtained.

[0065]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS. This embodiment has the features of claims 1, 2, 4, 6, and 7. FIG. 1 shows a power transmission device 1 according to a first embodiment, and FIG. 13 shows a power system of a four-wheel drive vehicle in which the power transmission device 1 is arranged in a power transmission system on a front wheel side. The upper part of FIG. 1 corresponds to the front of the vehicle. In addition, members and the like without reference numerals are not shown.

As shown in FIG. 13, this power system includes an engine 3, a transmission 5, a transfer 7 using the power transmission device 1, a front-wheel-side propeller shaft 9, a front differential 11, front axles 13, 15 and left and right Front wheel 17, 1
9, a rear wheel side propeller shaft 21, a rear differential 23, rear axles 25 and 27, left and right rear wheels 29 and 31, and the like.

The transfer 7 comprises a center differential, a chain transmission mechanism, and a power transmission device 1 housed in a transfer case 33 (stationary member) provided with an oil reservoir.

The driving force of the engine 3 is transmitted from the transmission 5 to the transfer 7 and distributed to the front wheels and the rear wheels by the center differential of the transfer 7.

The driving force distributed to the front wheels is transmitted from the chain transmission mechanism and the power transmission device 1 to the front differential 11 via the propeller shaft 9, and from the front differential 11 to the left and right front wheels via the axles 13 and 15. 17 and 19.

The driving force distributed to the rear wheels is transmitted from the propeller shaft 21 to the rear differential 23,
3 is distributed to left and right rear wheels 29, 31 via axles 25, 27.

Thus, from the center differential to the front wheels 17,
The front wheel-side power transmission system is constituted by the members up to 19, and the rear wheel-side power transmission system is constituted by the members from the center differential to the rear wheels 29 and 31.

As shown in FIG. 1, the power transmission device 1 comprises a one-way clutch 35 and a differential-sensitive coupling 37 arranged in series.

The one-way clutch 35 includes an input shaft 39,
It comprises a cam 41, a cylindrical surface 43, a casing 45 (intermediate shaft), a plurality of rollers 47 (rolling elements), a retainer 49 (detection member), a pressing means 51, and the like.

The input shaft 39 is arranged between the center differential and a chain transmission mechanism arranged in the power transmission system on the front wheel side, and is connected to an output sprocket of the chain transmission mechanism. .

As shown in FIG. 2, the cam 41 is a regular hexagonal prism formed at the front end of the input shaft 39, and has a flat portion 55 (a concave portion) connecting the six convex portions 53 to each convex portion 53. ). Thus, the cam 41 is formed in the same shape in any rotational direction.

The cylindrical surface 43 is provided on the inner periphery of the rear end of the casing 45 and faces the cam 41.

The rollers 47 are arranged between the respective flat portions 55 of the cam 41 and the cylindrical surface 43, and their positions are held by retainers 49.

The pressing means 51 includes a plurality of brakes.
59 and a ring-shaped spring 61. As shown in FIG. 1, these brakes 59 are arranged on the outer periphery of a cylindrical portion 57 provided on the transfer case 33, are pressed by the cylindrical portion 57 by a spring 61, and are transferred by frictional resistance. And is locked to the wire 33.

The retainer 49 penetrates through the brakes 59 and is integrally connected thereto. The retainer 49 is locked to the transfer case 33 via the brakes 59 and the rotation thereof is braked.

The differential-sensitive coupling 37 is disposed between the outer casing 45 and the inner output shaft 63 (wheel-side output shaft), and this output shaft 63 is connected to the propeller shaft 9 side. Have been. Case 45 and output shaft 63
A pressure chamber is provided between the pressure chamber and the pressure chamber, and a viscous fluid is sealed in the pressure chamber.

The differential-sensitive coupling 37 transmits a driving force according to the differential rotation speed (△ N) by the shear resistance of the viscous fluid, and the transmitted driving force is the case 45 ( The front wheels 17, 19) and the output shaft 63 (rear wheels 29, 3)
The larger the differential rotation speed during 1), the larger the difference.

A seal 65 for preventing the leakage of the viscous fluid is disposed between the casing 45 and the output shaft 63.
The front end of the input shaft 39 and the output shaft 63 are centered and supported by a spigot 67.

As shown in FIG. 1, the casing 45 enclosing the coupling 37 is an input side member of the coupling 37. Since the casing 45 has the intermediate shaft of the one-way clutch 35 formed thereon, One side (intermediate shaft) of the coupling 37 and the one-way clutch 35 by the thing 45
And are unitized.

As described above, since the roller 47 of the one-way clutch 35 is locked to the transfer case 33 via the retainer 49 and the brake 59 to stop the rotation, the input shaft 39 is provided. When the cam 41 rotates, the roller 47 is locked between the convex portion 53 of the cam 41 and the cylindrical surface 43, and the one-way clutch 35 is connected.

Therefore, while the vehicle is running, the front wheels 1 are transmitted from the one-way clutch 35 via the differential sensitive coupling 37.
Driving force is transmitted to 7 and 19.

As described above, since the cam 41 is formed in the same shape in both rotation directions, the one-way clutch 35 is connected during both forward traveling and reverse traveling while the vehicle is traveling, and the front wheels 17 and The driving force is transmitted to 19.

Thus, as shown in the graph 301 in FIG. 12, the driving torque (T) is transmitted to the front wheels 17 and 19 in the forward traveling (quadrant I) and the reverse traveling (quadrant III), and the transmitted driving torque is transmitted. (T) is a differential sensitive coupling 3
7 changes according to the differential rotation speed (△ N).

When the input shaft 39 stops, the rotation of the cam 41 also stops and the engagement of the roller 47 is released, so that the cylindrical surface 43 (the casing 45) can rotate idly with respect to the cam 41. , The connection of the one-way clutch 35 is released.

Therefore, during braking when the input shaft 39 is stationary,
The front wheels 17, 19 are separated by the one-way clutch 35.

Thus, as shown by the graph 305 in FIG. 12, the restraining force (drive torque) of the front and rear wheels is significantly reduced during braking (second and fourth quadrants).

For example, when the differential rotation speed between the front and rear wheels is ΔN1, the driving torque, which was T1 in the conventional graph 303, is reduced to T2 in the graph 305, so that the front wheels 17, 19 are locked during braking. However, the locking of the rear wheels 29 and 31 which induces the spin of the vehicle body is prevented, and the stability of the vehicle body is kept high, thereby avoiding danger.

Further, by reducing the binding force of the front and rear wheels, A.I. B. S is prevented from interfering with A.S. B. The operation of S is kept normal.

Thus, the power transmission device 1 is configured.

As described above, the power transmission device 1 detects whether or not the input shaft 39 is rotating. Except during braking, the one-way clutch 35 is connected in both forward traveling and reverse traveling, so that excellent power transmission is achieved. The stability of the vehicle and the ability to travel on rough roads are obtained.

In braking, the one-way clutch 35 releases the restraining force between the front wheels 17, 19 and the rear wheels 29, 31. Therefore, even if the front wheels are locked, the rear wheels are prevented from being locked, and danger is avoided. A. B. The operation of S is kept normal.

Further, since the differential responsive coupling 37 and one side (intermediate shaft) of the one-way clutch 35 are unitized by the casing 45, the power transmission device 1 becomes smaller and lighter, and the arrangement space is reduced. -In terms of cost.

Further, the unitization makes it easy to assemble and remove the power transmission device 1 and reduces the operation cost.

The brake 59 and the spring 61
The pressing means 51, which is constituted by the above, has a simple structure and is low in cost, and when the brake-59 is worn and the urging force of the spring 61 is weakened, the function is easily performed by exchanging them. Can be recovered.

Next, a second embodiment of the present invention will be described with reference to FIGS. This embodiment corresponds to claims 1, 2,
4, 5, 6, and 7 are provided. FIG. 3 shows a power transmission device 69 of the second embodiment, and FIG. 13 shows a power system of a four-wheel drive vehicle in which the power transmission device 69 is arranged in a power transmission system on the front wheel side. The upper part of FIG. 3 corresponds to the front of the vehicle. In addition, members and the like without reference numerals are not shown.

Hereinafter, differences from the power transmission device 1 of the first embodiment will be described.

The transfer 7 constituting the power system shown in FIG.
Is constructed by housing a center differential, a chain transmission mechanism, and a power transmission device 69 in a transfer case 33.

This power transmission device 69 is a power transmission device 1
A wall portion 71 is formed at the rear end of the casing 45 of FIG.

A boss 73 is provided on the wall 71, and the boss 73 is supported by the transfer case 33 via a bearing 75.

Further, as shown in FIG. 4, an opening 77 is provided in the wall portion 71. A retainer 49 for holding the roller 47 of the one-way clutch 35 protrudes from the opening 77 to the outside and penetrates through the brake sch 59, and passes through the brake sch 59 pressed by the spring 61 against the cylindrical portion 57. And is locked to the transfer case 33 to stop the rotation.

The casing 45 has the wall 71 and the boss 7
The case 45 includes the differential-sensitive coupling 37 and the one-way clutch 35 by providing the three.

Thus, the power transmission device 69 is configured.

As described above, in the power transmission device 69, the coupling 37 and the one-way clutch 35 are completely included in the casing 45 and are formed as a unit, and as compared with the power transmission device 1 of the first embodiment. The unitization of the device is further progressing.

Therefore, the power transmission device 69 can be more easily assembled and removed, and the operation cost can be reduced.

Next, a third embodiment of the present invention will be described with reference to FIGS. This embodiment has the features of claims 1, 3, 4, 5, 6, and 7. FIG. 5 shows a power transmission device 79 of the third embodiment, and FIG. 13 shows a power system of a four-wheel drive vehicle in which the power transmission device 79 is arranged in a power transmission system on the front wheel side. The upper part of FIG. 5 corresponds to the front of the vehicle. In addition, members and the like without reference numerals are not shown.

Hereinafter, the power transmission devices 1 and 69 of each embodiment will be described.
The difference from the above will be described.

The transfer 7 constituting the power system shown in FIG.
Is constructed by housing a center differential, a chain transmission mechanism, and a power transmission device 79 in a transfer case 33.

As shown in FIG. 5, the power transmission 79 comprises a one-way clutch 81 and a differential-sensitive coupling 37 arranged in series.

The one-way clutch 81 includes the input shaft 39,
Cam portion 83, intermediate ring 85 (intermediate member), cam 87,
Mesh clutch 89 (clutch), casing 91
(Intermediate shaft), connecting member 93 (detecting member), pressing means 5
1, the output shaft 63 and the like.

The input shaft 39 is connected to the output side sprocket of the chain transmission mechanism.
Is formed at the front end.

The cam 87 is provided between the cam portion 83 and the intermediate ring 85, and these are always connected. As shown in FIG. 6, the cam 87 is given a cam angle in both rotation directions.

The meshing clutch 89 is provided between the intermediate ring 85 and the casing 91.

The casing 91 has front and rear boss portions 99 and 101 supported by the transfer case 33 by bearings 95 and 97.

The connecting member 93 is fixed to the intermediate ring 85. The connecting member 93 is provided on the wall 10 of the casing 91.
3 projecting rearward from an opening 105 provided therein, and penetrating through the brake-59 of the pressing means 51 and integrally connected thereto.

The pressing means 51 presses and locks the brakes 59 against the cylindrical portion 57 of the transfer case 33 with the spring 61, and the intermediate ring 85 connects the connecting member 93 and the brakes 59. The rotation has been braked through.

The differential-sensitive coupling 37 is provided between the output shaft 63 connected to the inner propeller shaft 9 and the outer casing 91.
The driving force is transmitted according to the differential rotation speed (△ N) by the shear resistance of the viscous fluid sealed in the pressure chamber between the output shaft 63 and the output shaft 63.

Seals 65, 65 for preventing the leakage of viscous fluid are disposed between the casing 91 and the output shaft 63, and the front end of the input shaft 39 and the output shaft 63 are provided with a bearing 1
07 and centered on each other.

As shown in FIG. 5, the casing 91 includes the coupling 37 and the one-way clutch 81 and unitizes them.

As described above, since the intermediate ring 85 of the one-way clutch 81 is locked on the transfer case 33 side and its rotation is braked, when the input shaft 39 rotates, the cam portion 83 contacts the intermediate ring 85 and the cam 87 Is activated,
As shown in FIG. 6, the intermediate ring 85 moves by the cam thrust force 109, the meshing clutch 89 meshes, and the one-way clutch 81 is connected.

Therefore, while the vehicle is running, the front wheel 1 is connected via the one-way clutch 81 via the differential sensitive coupling 37.
Driving force is transmitted to 7 and 19.

As described above, since the cam 87 has a cam angle in both rotation directions, the one-way clutch 81 is connected during both forward traveling and reverse traveling while the vehicle is traveling, and the front wheels 17, 19 are connected. Is driven.

Thus, as shown in the graph 301 in FIG. 12, the driving torque (T) is transmitted to the front wheels 17, 19 in the forward traveling (quadrant I) and the reverse traveling (quadrant III), and the transmitted driving torque (T) is a differential sensitive coupling 3
7 changes according to the differential rotation speed (△ N).

When the input shaft 39 stops, the cam portion 83
The contact between the one-way clutch 81 and the engagement of the one-way clutch 81 is released, and the engagement of the one-way clutch 81 is released.
9 is cut off.

Therefore, during braking when the input shaft 39 is stationary,
The front wheels 17, 19 are separated by the one-way clutch 35.

Thus, as shown by the graph 305 in FIG. 12, the restraining force (driving torque) of the front and rear wheels is significantly reduced during braking (second and fourth quadrants).

For example, when the differential rotation speed between the front and rear wheels is △ N1, the driving torque, which was T1 in the conventional graph 303, is reduced to T2 in the graph 305, so that the front wheels 17, 19 are locked during braking. However, the locking of the rear wheels 29 and 31 which induces the spin of the vehicle body is prevented, and the stability of the vehicle body is kept high, thereby avoiding danger.

Further, by reducing the binding force of the front and rear wheels, A.I. B. S is prevented from interfering with A.S. B. The operation of S is kept normal.

Thus, the power transmission 79 is constituted.

The power transmission 79 detects whether or not the input shaft 39 is rotating as described above.
The one-way clutch 81 is connected in both forward traveling and reverse traveling, so that excellent vehicle body stability, poor road running performance, and the like are obtained.

During braking, the one-way clutch 81 releases the restraining force between the front wheels 17, 19 and the rear wheels 29, 31. Therefore, even if the front wheels are locked, the rear wheels are prevented from being locked. B. The operation of S is kept normal.

Also, since the coupling 37 and the one-way clutch 81 are enclosed by the casing 91 and the power transmission device 79 is made into a unit, the power transmission device 79 can be easily assembled and removed, and these work costs are reduced. Is reduced.

Next, a fourth embodiment of the present invention will be described with reference to FIGS. This embodiment corresponds to claim 8,
It has 9, 10 features. FIG. 7 shows a power transmission device 111 of the fourth embodiment. The upper part of FIG. 7 corresponds to the front of a four-wheel drive vehicle using the power transmission device 111.
In addition, members and the like without reference numerals are not shown.

In this four-wheel drive vehicle, the front wheels are always connected to the engine side, and the power transmission device 111 divides the propeller shaft between the transfer and the rear differential, and is disposed therebetween. Further, the power transmission device 111 is provided on the vehicle body side case.
This case is housed in a single
It is supported by Thing.

As shown in FIG. 7, the power transmission device 111 includes an input shaft 113, an output shaft 115, a pump casing 117,
Multi-plate clutch 119 (friction clutch), clutch hub 1
21, a gear pump 123 (oil pump), an oil chamber 125 (stationary member), an oil reservoir 127, a rotary valve 129 (valve member), a resistance plate 131 (braking means), a stopper 133, a piston 135, and the like. ing.

The input shaft 113 is connected to a transfer-side propeller shaft, and the output shaft 115 is connected to a rear differential-side propeller shaft. Also, pump case
The thing 117 is integrated with the output shaft 115. The input shaft 113 penetrates the pump casing 117, and has a front end supported by the inner periphery of the boss 136 of the pump casing 117, and a rear end supported by the pump casing 117 by a bearing 137.

The multi-plate clutch 119 is arranged between the pump hub 117 and the clutch hub 121 spline-connected to the input shaft 113, and connects the input shaft 113 and the output shaft 115 when fastened.

The gap adjustment of the multi-plate clutch 119 is performed by the shim 13.
8.

The gear pump 123 includes the pump plate 13
9, a gear 141 and a pinion gear 143 that mesh with each other;
It comprises suction ports 145 and 146, discharge ports 147 and 147, discharge valves 149 and 149, and the like.

The pump plate 139 is fixed to the pump casing 117 by bolts 151. The gear 141 is formed on the input shaft 113, and the pinion gear 143 is supported by a pin 153, and the pin 153 is supported by the pump casing 117 and the pump plate 139.

The suction ports 145, 146 are formed in the pump casing 117, and suck oil from one of them according to the rotation direction of the pinion gear 143.

The discharge ports 147 and 147 are formed in the pump plate 139, and discharge oil from one of them according to the rotation direction of the pinion gear 143.

The discharge valve 149 is provided with each discharge port 147, 1
A ball 155 is arranged at 47, and the ball 155 is retained by a retaining ring 157.

The oil chamber 125 is fixed to the casing on the vehicle body side, and is connected to an oil tank via a pipe 159. The oil chamber 125 has a curved portion 161 on the outer periphery to increase rigidity and prevent deformation. The oil chamber 125 has seals 163, 16
4 and is slidably mounted on the boss 136 side of the pump casing 117 via the base 4.

The oil reservoir 127 is provided with the pump casing 1
17 and an oil chamber 125.

The rotary valve 129 is connected to the oil sump 1.
27, and is attached to the outer periphery of the boss 136 of the pump casing 117 so as to be relatively rotatable.
The rotary valve 129 has a valve hole 165 having the same diameter as the suction ports 145 and 146.

The resistance plate 131 is formed integrally with the rotary valve 129, and controls the inertia of oil (resistance to maintain a stationary state and force to continue rotation) in the oil reservoir 127. In response, the rotation of the rotary valve 129 is braked, or the rotary valve 129 is rotated.

The stopper 133 is provided for the pump casing 11.
7, and butt parts 169 and 171 formed by cutting off the rotary valve 129, as shown in FIGS. The rotation range of the motor.

The piston 135 is connected to the pump casing 11
7 formed between pump 7 and pump plate 139
73, via seals 175 and 177,
When receiving the discharge pressure of the oil pump 123, the pressing ring 1
The multi-plate clutch 119 is engaged via 79.

The piston 135 has an orifice 181
Is formed, and the oil passing through the orifice 181 lubricates the multi-plate clutch 119.

When the input shaft 113 and the output shaft 115 rotate relative to each other, the oil pump 123 is driven, and the oil pump 1
When the 23 sucks the oil, the pump work is performed.

In addition, the multiple disc clutch 119 is engaged by the discharge pressure of the oil pump 123 as described above.

The power transmission device 111 is connected by the pump work and the frictional resistance of the multi-plate clutch 119, and the driving force of the engine is transmitted from the input shaft 113 to the output shaft 115 and transmitted to the rear wheels via the rear differential. You.

When the relative rotation between the input shaft 113 and the output shaft 115 is stopped, or when the inlets 145 and 146 are closed and the oil supply is stopped even if the input shaft 113 and the output shaft 115 are relatively rotated. , The pump work is lost, the multi-plate clutch 119 is released, and the power transmission device 11
1 is released and the rear wheel side is disconnected.

During normal running, the front wheels and the rear wheels have the same rotation speed or a small difference in rotation. Therefore, while the four-wheel drive vehicle using the power transmission device 111 is running normally, the forward running and the reverse running are performed. Regardless of traveling, the pump work of the oil pump 123 is small, and the power transmission device 111 is substantially in a disconnected state, and the driving force of the engine is not transmitted to the rear wheels as described above.

Thus, during normal traveling, the vehicle is in a two-wheel drive state of front-wheel drive.

When the front wheels idle on a rough road or the like during forward running, the input shaft 113 rotates ahead of the output shaft 115.
As shown in FIG. 8, when the rotation direction of the input shaft 113 at this time is the direction of the arrow 183, the output shaft 115 connected to the input shaft 113 via the oil pump 123 and the pin 167 of the pump casing 117 also correspond to this direction. Rotate in the direction.

At this time, the rotary valve 129 rotating with the pump casing 117 is connected to the resistance plate 13.
1 is subjected to braking by the resistance of the oil in the direction of arrow 185 (inertia trying to maintain the stationary state), so that the pin 167 is brought into contact with the end 16 of the rotary valve 129.
9 and the stopper 133 is actuated to rotate the rotary.
Hold valve 129 in this position.

At this time, as shown in FIG. 8, the valve hole 165 of the rotary valve 129 overlaps the suction port 145 of the pump casing 117 to open it, and closes the other suction port 146.

Since oil is supplied from the opened suction port 145 to the oil pump 123, as described above, the power transmission device 111 is connected by the pump work and the frictional resistance of the multi-plate clutch 119, and the engine of the engine is connected to the rear wheels. The driving force is transmitted, the vehicle enters a four-wheel drive state, and the stability of the vehicle body, the ability to travel on a rough road, and the like are improved.

At this time, if the front wheels rotate largely, the rotational difference between the front and rear wheels, the pump work and the frictional resistance of the multi-plate clutch 119 increase, so that the larger the front wheels rotate, the greater the driving force is transmitted to the rear wheels. Thus, the effect of improving the stability of the vehicle body and the ability to travel on rough roads is enhanced.

When the vehicle is braked while moving forward, as indicated by an arrow 187 in FIG. 9, the rotational speed of the front wheel input shaft 113 gradually decreases, and the rear wheel output shaft 115 is connected to the input shaft 1.
At this time, the resistance plate 131 receives the inertia of oil (force for continuing rotation) in the direction of the arrow 189 in the oil sump 127, and further rotates the rotary valve 129. The output shaft 115 is rotated earlier.

As a result, the pin 167 abuts against the abutting portion 171 of the rotary valve 129, and the stopper 1
33 operates to hold the rotary valve 129 in this position.

At this time, the valve hole 165 of the rotary valve 129 is connected to the suction port 145 of the pump casing 117,
Move to a position that does not overlap with 146 and close them.

Thus, the pump work of the oil pump 123 is stopped, the connection of the power transmission device 111 is released, the rear wheel side is disconnected, and the restraining force between the front wheel and the rear wheel is released.

Therefore, even if the front wheels are locked during braking, the locking of the rear wheels that induces the spin of the vehicle body is prevented, and danger is avoided. B. The operation of S is kept normal.

When the front wheels idle and the input shaft 113 rotates ahead of the output shaft 115 during reverse running on a rough road,
As shown in FIG. 10, the input shaft 113 has an arrow 1
Rotating in the direction of 91, pin 1 of pump casing 117
67 also rotates in this direction.

At this time, since the rotary valve 129 is braked by the resistance of the oil in the direction of the arrow 193 which the resistance plate 131 receives, the pin 167 is connected to the rotary valve 1.
The stopper 13
3 is actuated to hold the rotary valve 129 in this position.

At this time, the valve hole 165 of the rotary valve 129 overlaps and opens the suction port 146 of the pump casing 117, and closes the other suction port 145. Oil pump 123
Is supplied to the power transmission device 11 as described above.
1 is connected, the driving force of the engine is transmitted to the rear wheels, and the vehicle enters a four-wheel drive state, so that the stability of the vehicle body and the ability to travel on a rough road are improved.

Thus, the power transmission device 111 is configured.

As described above, the power transmission device 111 controls the rotation of the rotary valve 129 by the inertia of the oil received by the resistance plate 131, and opens and closes the suction ports 145 and 146 of the oil pump 123. did.

Therefore, when the front wheels idle and rotate ahead of the rear wheels, the driving force is transmitted to the rear wheels, and the stability of the vehicle body and the ability to travel on a rough road are improved. Further, during braking in which the rear wheel rotates forward, the rear wheel is disconnected and the restraining force between the front and rear wheels is released, so that even if the front wheel is locked, the rear wheel is prevented from being locked. B. The operation of S is kept normal.

Next, a fifth embodiment of the present invention will be described with reference to FIG. This embodiment has the features of claims 8, 9 and 11.

This power transmission device 195 is an example in which another braking means is used instead of the resistance plate 131 in the power transmission device 111 of the fourth embodiment.

The rotary valve 129 has a spring 19
6 (braking means) are formed at the tip of the
Kish-197 is fixed by pin 199.

The spring portion 196 is braked in the oil chamber 125 of the oil reservoir 127 which is a stationary member.
197 is pressed, and the rotation of the rotary valve 129 is braked by the frictional resistance.

When the input shaft 113 rotates ahead of the output shaft 115 due to idling of the front wheels during forward running and reverse running, the rotary valve 129 braked by the spring portion 196 closes one of the suction ports 145 and 146. Upon opening, the stopper 133 holds the rotary valve 129 in this open position.

When the suction ports 145 and 146 are opened, the power transmission device 195 is connected by the pump work and the frictional resistance of the multi-plate clutch 119 as described above, and the driving force of the engine is transmitted to the rear wheels, and the vehicle is driven. Becomes a four-wheel drive state,
The stability of the vehicle and the ability to travel on rough roads are improved.

When the output shaft 115 rotates ahead of the input shaft 113 as in the case of braking, the rotary valve 129 braked by the spring portion 196 causes the two suction ports 14 to rotate.
5 and 146 are closed, and the stopper 133 holds the rotary valve 129 in this closed position.

When the intake ports 145 and 146 are closed, the connection of the power transmission device 195 is released, the rear wheel side is disconnected, and the restraining force between the front wheel and the rear wheel is released as described above.

Therefore, even if the front wheels are locked during braking, the locking of the rear wheels that induces the spin of the vehicle body is prevented.

In the present invention, the rolling element having the structure of claim 2 is not limited to the roller as in the first and second embodiments, but may be a ball.
May be used.

Further, in the constructions of claims 1 to 7, the differential-sensitive coupling is not limited to the coupling in each of the embodiments in which the driving force is transmitted by the shear resistance of the viscous fluid. A drive blade, a viscolock, a coupling that transmits a driving force by fluid resistance of an orifice, or a coupling using an oil pump may be used.

Further, the power transmission device according to any one of claims 1 to 7 may be arranged in a power transmission system on the rear wheel side.

Further, in the constitutions of claims 8 to 11,
An oil pump other than the gear pump may be used as the oil pump.

[0189]

According to the power transmission device of the first aspect, the rotation of the input shaft is detected by the detection member braked to the stationary member side, and when the input shaft rotates, the one-way clutch is connected,
When the input shaft stops, the connection of the one-way clutch is released.

Accordingly, in a four-wheel drive vehicle using this power transmission device for the front or rear wheel side power transmission system, the driving force of the engine is applied to the power transmission device during both forward traveling and reverse traveling except during braking. It is transmitted to the wheels on the side, and excellent vehicle stability and poor road performance can be obtained. Also, at the time of braking, the restraining force between the front wheel and the rear wheel is released, and even if the power transmission device side wheel locks, the other side wheel is prevented from being locked and danger is avoided,
A. B. The operation of S is kept normal.

According to the second aspect of the invention, the same effect as that of the first aspect is obtained.

According to the third aspect of the invention, the same effect as that of the first aspect is obtained.

The fourth aspect of the present invention provides the first to third aspects.
In addition to obtaining the same effect as the above configuration, the power transmission device is made smaller and lighter by incorporating the intermediate shaft and coupling of the one-way clutch into a casing and making it a unit, and in terms of layout space While being advantageous, the unitized power transmission device is easy to assemble and remove,
These operating costs are reduced.

The invention of claim 5 is the invention of claims 1 to 4
In addition to obtaining the same effect as that of the configuration (1), the unitization is further advanced than the configuration of the fourth aspect, and the effect of the unitization is improved. According to the sixth aspect of the present invention, the same effects as those of the first to fifth aspects are obtained, and the pressing means constituted by the brake and the ring-shaped spring has a simple structure and low cost.

When the brake is worn and the urging force of the spring is weakened, the function can be easily restored by replacing the spring.

The invention of claim 7 is the invention of claims 1 to 6
The same effect as the configuration described above can be obtained, and by arranging the power transmission device of the present invention in the power transmission system on the front wheel side, rear wheel lock that induces spin of the vehicle body during braking is prevented, and danger is avoided.

In the power transmission device according to the present invention, an oil pump is disposed between the input shaft on the engine side and the output shaft on the wheel side, and the rotation of a valve member for opening and closing the suction port is controlled between the stationary member and the rotation member. When the front wheels idle and rotate ahead of the rear wheels, the driving force is transmitted to the rear wheels, thereby improving the stability of the vehicle body and the ability to travel on rough roads.

During braking in which the rear wheel rotates forward, the rear wheel is disconnected and the restraining force between the front and rear wheels is released. Even if the front wheel is locked, the rear wheel is prevented from being locked. B. S
Operation is normally maintained.

According to the ninth aspect of the present invention, the same effect as that of the eighth aspect is obtained, and the friction clutch which is engaged by receiving the oil pressure of the oil pump between the input shaft and the output shaft is provided. As a result, the coupling force of the power transmission device is enhanced, and the stability of the vehicle body and the ability to travel on rough roads are further improved.

According to a tenth aspect of the present invention, when the input shaft rotates ahead of the output shaft, the valve member opens the suction port by controlling the rotation of the valve member by the inertia of the oil. When the shaft rotates ahead of the input shaft, the valve member closes the suction port, and an effect equivalent to that of the eighth or ninth aspect is obtained.

According to the eleventh aspect of the present invention, the same effect as that of the eighth or ninth aspect is obtained by controlling the rotation of the valve member by the frictional resistance between the spring and the oil chamber.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a first embodiment of the present invention.

FIG. 2 is a sectional view taken along line AA of FIG.

FIG. 3 is a sectional view showing a second embodiment.

FIG. 4 is a view showing an opening of a casing used in the second embodiment.

FIG. 5 is a sectional view showing a third embodiment.

FIG. 6 is a sectional view taken along line BB of FIG. 5;

FIG. 7 is a sectional view showing a fourth embodiment.

8 is a cross-sectional view taken along the line CC of FIG. 7, showing a state in which an intake port of an oil pump is opened during forward running of the vehicle.

9 is a cross-sectional view taken along the line CC in FIG. 7, showing a state in which an intake port of an oil pump is closed during braking of the vehicle.

FIG. 10 is a cross-sectional view taken along the line CC of FIG. 7, showing a state in which an intake port of an oil pump is opened during reverse running of the vehicle.

FIG. 11 is a partial sectional view showing a fifth embodiment.

FIG. 12 is a graph showing a change in drive torque with respect to a differential rotation speed of the power transmission device.

FIG. 13 is a skeleton mechanism diagram showing a power system of a four-wheel drive vehicle using the embodiment for a front wheel side power transmission system.

FIG. 14 is a sectional view of a conventional example.

[Explanation of symbols]

1, 69, 79, 111, 195 Power transmission device 3 Engine 33 Transfer case (stationary member) 35 One-way clutch 37 Differential responsive coupling 39, 113 Input shaft 41 Cam 43 Cylindrical surface 45, 91 Casing (Intermediate shaft) 47 Roller (rolling element) 49 Retainer (detection member) 51 Pressing means 53 Convex part of cam 55 Flat part (recess) of cam 59 Brake-kush 61 Ring-shaped spring 63 Wheel-side output shaft 71, 103 Axial wall 77, 105 Wall opening 81 One-way clutch 85 Intermediate ring (intermediate member) 87 Cam 89 Mesh clutch (clutch) 93 Connecting member (detection member) 115 Output shaft on rear wheel side 117 Pump casing 119 Multi-plate clutch (friction clutch) 123 Gear pump (oil pump) 125 Oil chamber (stationary side member) 127 Oil reservoir 129 Rotary valve (valve member) 131 Resistance plate (braking means) 196 Spring portion (braking means) formed on rotary valve

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference)

Claims (11)

[Claims] 1. A power transmission device arranged in a front wheel power transmission system or a rear wheel power transmission system of a four-wheel drive vehicle, comprising: an input shaft that is rotated by a driving force of an engine; A detection member that detects rotation of the input shaft with respect to the stationary side by being pressed by and braking the rotation, a one-way clutch disposed between the input shaft and the intermediate shaft with the detection member interposed therebetween, and A differential-sensitive coupling arranged between the wheel-side output shaft and transmitting the driving force in accordance with the differential rotation, wherein the input shaft rotates and a rotation difference is generated between the stationary member and the detecting member. When the one-way clutch is connected, the driving force is transmitted from the intermediate shaft to the differential-sensitive coupling, and when the input shaft stops and there is no rotation difference with the detection member, the one-way clutch is released and the input shaft is released. And the intermediate shaft A power transmission device characterized in that the power transmission device is separated. 2. The one-way clutch according to claim 1, wherein the one-way clutch has one side member having a cam in which convex portions and concave portions are alternately formed, and a cylindrical surface opposed to the cam. A side member, having a rolling element disposed between the cam and the cylindrical surface and rotatably held by the detection member,
One side member is provided on the input shaft side, the other side member is provided on the intermediate shaft side, and when the input shaft rotates, the rolling element whose revolving motion is braked to the stationary member side via the detection member has a cylindrical surface and a cam. When the input shaft is stationary and there is no rotation difference with the detecting member, the one-way clutch is released by the idle rotation of the cylindrical surface with respect to the cam when the input shaft stops and the one-way clutch is engaged. A power transmission device characterized by: 3. The invention according to claim 1, wherein the one-way clutch includes an intermediate member whose rotation is braked to the stationary member side via the detecting member, a cam connecting the intermediate member and the input shaft, A clutch provided between the intermediate member and the intermediate shaft, and when the input shaft rotates, the relative rotation between the input shaft and the intermediate member operates the cam to move the intermediate member, thereby connecting the clutch and the one-way clutch. When the input shaft stops and there is no rotation difference from the intermediate member, the operation of the cam is stopped and the connection between the clutch and the one-way three-pitch is released. 4. The invention according to any one of claims 1 to 3, wherein the intermediate shaft is formed in the casing which includes the differential-sensitive coupling and which is a member on one side thereof. A power transmission device characterized by: 5. The invention according to claim 1, wherein the intermediate shaft is a casing that includes a one-way clutch and a differential-sensitive coupling, and detects the intermediate shaft. A power transmission device wherein a member protrudes from an opening provided in an axial wall portion of the casing toward the pressing means and the stationary member. 6. The invention according to claim 1, wherein the pressing means comprises a plurality of brakes arranged on the outer periphery of the stationary member, and a plurality of brakes. A power transmission device comprising: a ring-shaped spring for pressing a kish toward a stationary member. 7. The power transmission device according to claim 1, wherein the power transmission device is arranged in a power transmission system on a front wheel side. 8. A power transmission device arranged in a rear-wheel-side power transmission system of a four-wheel drive vehicle, comprising: an input shaft rotated by a driving force of an engine; an output shaft on a wheel side; an input shaft and an output shaft. An oil pump driven by the relative rotation of the oil pump, a suction port of an oil pump provided in a pump casing on the output shaft side, an oil sump communicating with the suction port, and braking means by inertia of a stationary member. A valve member whose rotation is controlled through the valve shaft to open and close the suction port. When the input shaft rotates ahead of the output shaft, the valve member rotates relative to the pump casing to open the suction port, whereby the oil is released. The input shaft and the output shaft are connected by the pump work of the pump,
When the output shaft rotates ahead of the input shaft, the valve member rotates relative to the pump casing to close the suction port, so that the pump work of the oil pump stops and the connection between the input shaft and the output shaft is established. A power transmission device that is released. 9. The power transmission according to claim 8, wherein the friction clutch, which is engaged by receiving the oil pressure of the oil pump, is disposed between the input shaft and the output shaft. apparatus. 10. The invention according to claim 8 or claim 9, wherein the oil sump is provided between the stationary oil chamber and the pump casing on the output shaft side, and the braking means comprises:
A resistance plate that brakes the valve member by receiving the inertia of oil in the oil sump, and a stopper that holds the valve member at the open position and the closed position of the suction port is provided, and the input shaft rotates ahead of the output shaft. Then, the valve member, which is braked by the oil via the resistance plate, opens the suction port, is held at this open position by the stopper, and when the output shaft rotates ahead of the input shaft, the resistance plate receives the inertia of the oil. Accordingly, the valve member rotated in the opposite direction closes the suction port, and is held at the closed position by the stopper. 11. The invention according to claim 8, wherein the oil sump is provided between the stationary oil chamber and the pump casing on the output shaft side, and the braking means includes:
A spring that presses the oil chamber and brakes the detection member by frictional resistance, and stoppers that respectively hold the detection member at the open position and the closed position of the suction port are provided, and when the input shaft rotates ahead of the output shaft, The detection member braked to the oil chamber via the spring opens the suction port, is held at this open position by the stopper, and when the output shaft rotates ahead of the input shaft, the detection member braked to the oil chamber via the spring. The power transmission device is characterized in that the intake port is closed and the stopper is held at the closed position by a stopper.