JP2006242364A - Joint for vehicle, front and rear driving force distribution mechanism and front, rear, left, and right driving force distribution mechanism for four-wheel drive vehicle, and left and right driving force distribution mechanism for two-wheel driving vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a joint for a vehicle having excellent durability and stable friction characteristic and to provide a driving force distribution mechanism using the joint for the vehicle. <P>SOLUTION: A coupling 10 for the vehicle is provided with an input side plate 21 provided on an input shaft, an output side plate 31 provided on an output shaft, and a thrust roller 15 arranged between the input side plate 21 and the output side plate 31 and provided to rotate centered on a rotary shaft 16. The input side plate 21 has a surface 21a. The output side plate 31 has a surface 31a facing the surface 21a across an interval and moving relatively in the peripheral direction for the surface 21a when differential movement occurs between an input shaft and an output shaft. The thrust roller 15 is provided in such a way that the rotary shaft 16 is extended by tilting for the direction of tangential line in the peripheral direction in which the surfaces 21a and 31a move relatively. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention generally relates to a joint for a vehicle and a driving force distribution mechanism, and more specifically, torque transmission between these shafts is controlled by a frictional force generated between an input shaft and an output shaft. The present invention relates to a vehicle joint and a driving force distribution mechanism using the vehicle joint.

  Regarding conventional vehicle joints, for example, the PLATZ new model vehicle manual discloses a differential response type coupling disposed on a propeller shaft (Non-patent Document 1). The coupling includes a clutch portion that transmits torque from the front wheel to the rear wheel, and a pressure generating portion that is provided adjacent to the clutch portion. The clutch part is composed of a wet multi-plate clutch composed of a plurality of clutch plates immersed in lubricating oil. If there is a rotational speed difference between the front and rear wheels during cornering, snowy roads, climbing, starting, acceleration, etc., hydraulic pressure is generated at the pressure generator. The hydraulic pressure is instantaneously transmitted to the clutch portion, and the clutch plates are pressed against each other. As a result, the clutch portion is engaged, and the driving force of the front wheels is transmitted to the rear wheels.

Japanese Patent Laid-Open No. 1-233124 discloses a front and rear wheel drive device for a vehicle that aims to eliminate a control time lag and realize a 4WD device having excellent responsiveness (Patent Document 1). The front and rear wheel drive device disclosed in Patent Document 1 uses an average wheel speed of slave drive wheels (drive wheels to which power from a power source is transmitted via a torque transmission clutch) as main drive wheels (power from a power source). Is provided with a speed increasing mechanism for making it larger than the average wheel speed of the drive wheels). The slave drive shaft that supports the slave drive wheels is provided with a hydraulic multi-plate clutch as a torque transmission clutch.
JP-A-1-233124 "PLATZ new model car manual (Part No. 61893)", Toyota Motor Corporation, August 31, 1999

  As disclosed in the above-mentioned literature, the wet multi-plate clutch is widely used as a vehicle power transmission mechanism. However, when the wet multi-plate clutch is not engaged, a minute gap is formed between the surfaces of adjacent clutch plates, and lubricating oil is disposed in the gap. For this reason, drag torque (friction torque generated by rotation of the lubricating oil when torque transmission is not intended) is increased, and the durability of the clutch is impaired by heat generation of the lubricating oil.

  In the wet multi-plate clutch, torque is transmitted by surface friction between the clutch plates in which lubricating oil is interposed. In this case, the friction occurs in a plurality of lubrication states from boundary lubrication to fluid lubrication, and the friction coefficient between the clutch plates varies with changes in the lubrication state. For this reason, the friction characteristics obtained between the clutch plates are not stable, and vibrations such as judder are generated, and the controllability of the transmission torque is difficult.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned problems, and to provide a vehicle joint that is excellent in durability and has stable friction characteristics, and a driving force distribution mechanism using the vehicle joint. It is.

  The vehicle joint according to the present invention generates a frictional force at the coupling position of these shafts based on the differential generated between the input shaft and the output shaft, and the torque between the input shaft and the output shaft. It is a joint for vehicles which controls transmission. The vehicle joint is disposed between a first coupling member provided on the input shaft, a second coupling member provided on the output shaft, and the first coupling member and the second coupling member. And a thrust roller provided so as to be rotatable about the rotation axis. The first coupling member has a first surface. The second coupling member faces the first surface at a distance from each other, and moves relative to the first surface in the circumferential direction when a differential occurs between the input shaft and the output shaft. Having a surface. The thrust roller has an outer peripheral surface that contacts the first and second surfaces. The thrust roller is provided such that a predetermined rotation shaft extends while being inclined with respect to a circumferential tangential direction in which the first and second surfaces move relative to each other.

  The differential means a differential rotation speed or a differential torque.

  According to the vehicle joint configured as described above, when the first and second surfaces move relative to each other in the circumferential direction when a differential occurs between the input shaft and the output shaft, the relative movement is as follows. And is transmitted to the outer peripheral surface of the thrust roller in contact with the second surface. Thereby, the thrust roller rotates around a predetermined rotation axis. At this time, since the predetermined rotation shaft extends with an inclination with respect to the tangential direction of the circumferential direction in which the first and second surfaces move relative to each other, the thrust roller has the outer peripheral surfaces on the first and second surfaces. Rotate while sliding against. Thus, friction is generated between the first and second surfaces and the outer peripheral surface with the rotation of the thrust roller, and torque is transmitted between the input shaft and the output shaft by this friction.

  In the present invention, the amount of lubricating oil interposed between the first and second surfaces and the outer peripheral surface of the thrust roller is smaller than that of a wet multi-plate clutch in which friction occurs due to surface contact of the clutch plate. For this reason, the friction between the first and second surfaces and the outer peripheral surface is mainly performed in the form of boundary lubrication, and the fluctuation of the friction coefficient between the two can be suppressed. Thereby, generation | occurrence | production of vibrations, such as judder, can be prevented, and controllability of transmission torque can be improved. Further, in the present invention, when the first coupling member and the second coupling member are not joined, the amount of lubricating oil interposed in the gap between the first and second surfaces and the outer peripheral surface is also reduced. For this reason, generation | occurrence | production of drag torque can be suppressed and heat_generation | fever of lubricating oil can be suppressed. Thereby, durability of the joint for vehicles can be improved.

  The front-rear driving force distribution mechanism for a four-wheel drive vehicle according to the present invention uses the vehicle joint described above. The vehicle joint is provided on a propeller shaft that connects a main drive shaft to which power from a power source is directly transmitted and a slave drive shaft to which power from the power source is transmitted from the main drive shaft. The input shaft is connected to the main drive shaft, and the output shaft is connected to the slave drive shaft. According to the front-rear driving force distribution mechanism of the four-wheel drive vehicle configured as described above, the vehicle joint exhibits stable friction characteristics, so that the controllability of the driving force distribution is improved and the smoothness of the driving force distribution mechanism is achieved. Operation can be realized. Further, since the vehicle joint is excellent in durability, the reliability of the driving force distribution mechanism can be improved.

  Preferably, the gear ratio between the main drive shaft and the input shaft is different from the gear ratio between the slave drive shaft and the output shaft. According to the front / rear driving force distribution mechanism for a four-wheel drive vehicle configured as described above, the joint for a vehicle is excellent in durability, so that the rotational speeds of the input shaft and the output shaft can always cope with different conditions. Thereby, the ratio of the driving force distribution between the main drive shaft and the slave drive shaft can be set in a wider range, and the width of the travel mode of the four-wheel drive vehicle can be widened.

  The front / rear / left / right driving force distribution mechanism of the four-wheel drive vehicle according to the present invention uses the vehicle joint described above. The vehicle joint is provided on the slave drive shaft. The power of the power source is transmitted to the slave drive shaft via the propeller shaft from the main drive shaft to which the power of the power source is directly transmitted. The input shaft is connected to the propeller shaft, and the output shaft is connected to the wheels. According to the front / rear / left / right driving force distribution mechanism of the four-wheel drive vehicle configured as described above, the same effect as described above is achieved in the driving force distribution performed between the main drive shaft and the sub drive shaft and between the wheels of the sub drive shaft. The effect of can be obtained.

  The left-right driving force distribution mechanism for a two-wheel drive vehicle according to the present invention uses the vehicle joint described above. The vehicle joint is provided on a main drive shaft to which power from a power source is transmitted. The input shaft is connected to a power source, and the output shaft is connected to wheels. According to the left and right driving force distribution mechanism of the two-wheel drive vehicle configured as described above, the same effect as described above can be obtained in the driving force distribution performed between the wheels of the main drive shaft.

  As described above, according to the present invention, it is possible to provide a vehicle joint having excellent durability and stable friction characteristics, and a driving force distribution mechanism using the vehicle joint.

  Embodiments of the present invention will be described with reference to the drawings. In the drawings referred to below, the same or corresponding members are denoted by the same reference numerals.

(Embodiment 1)
1 is a side view showing a vehicle coupling according to Embodiment 1 of the present invention. FIG. 2 is a cross-sectional view showing the vehicle coupling along the line II-II in FIG. The vehicle coupling in the present embodiment is arranged between the input shaft and the output shaft, and when a differential rotational speed (differential torque) is generated between these shafts, the rotational speed is small from the side with the large rotational speed. This is a power transmission mechanism that transmits torque to the side.

  Referring to FIGS. 1 and 2, the vehicle coupling 10 has a surface 21a, a disk-shaped input side plate 21 connected to the input shaft, and a surface 31a, and is connected to the output shaft. A disk-shaped output side plate 31 and a plurality of thrust rollers 15 having an outer peripheral surface 15 a and disposed between the input side plate 21 and the output side plate 31 are provided. The input side plate 21 and the output side plate 31 are arranged so that the surface 21a and the surface 31a face each other with a gap.

  The thrust roller 15 is provided in a gap between the surfaces so as to be sandwiched between the surfaces 21a and 31a. The thrust roller 15 is provided so that the outer peripheral surface 15a and the surfaces 21a and 31a are in contact with each other. The thrust roller 15 is positioned at a predetermined position between the surface 21a and the surface 31a by a cage 18 (omitted in FIG. 1). The thrust roller 15 is provided to be rotatable around the rotation shaft 16 at the position. Lubricating oil is supplied to the contact position Y between the outer peripheral surface 15a and the surfaces 21a and 31a.

  The input side plate 21 has a back surface 21b facing the opposite side of the front surface 21a. On the back surface 21b, a disc spring 11 and a thrust bearing 12 are provided so as to overlap each other. The thrust bearing 12, the disc spring 11, the input side plate 21, and the output side plate 31 are integrated with a fastening bolt 13 that fixes the thrust bearing 12 and the output side plate 31. By the thrust bearing 12, the input side plate 21 and the output side plate 31 are provided so as to be rotatable about the axis 14 of the fastening bolt 13. A preload is applied from both surfaces to the thrust roller 15 disposed between the surface 21a and the surface 31a by the elastic force of the disc spring 11 generated by the tightening force of the tightening bolt 13.

  3 is a cross-sectional view of the vehicle coupling along the line III-III in FIG. Referring to FIGS. 1 and 3, when a differential rotational speed is generated between the input shaft and the output shaft, a difference occurs in the rotational speeds of input side plate 21 and output side plate 31 that rotate about axis 14. . At this time, the surface 21a and the surface 31a move relative to each other in the circumferential direction (the direction indicated by the arrow 102) around the axis line 14. The thrust roller 15 is positioned so that the circumferential tangential direction (direction shown by the arrow 103) in which the surfaces 21a and 31a move relative to each other and the rotating shaft 16 cross each other obliquely. That is, if α is a smaller angle among the angles formed by the direction indicated by the arrow 103 and the rotation shaft 16, the angle α is greater than 0 ° and smaller than 90 °.

  With this configuration, when a differential rotational speed is generated between the input shaft and the output shaft, the thrust roller 15 rotates around the rotational shaft 16 while sliding the outer peripheral surface 15a on the surfaces 21a and 31a. . As a result, friction is generated between the surfaces 21a and 31a and the outer peripheral surface 15a, and torque is transmitted from the side where the rotational speed of the plate is large to the side where it is small.

  Hereinafter, the friction generated between the surfaces 21a and 31a and the outer peripheral surface 15a will be described in detail while comparing with the conventional wet multi-plate clutch. Referring to FIG. 2, lubricating oil is present at contact position Y between outer peripheral surface 15a and surfaces 21a and 31a. For this reason, the amount of lubricating oil present at the contact position Y is greatly related to the magnitude of the frictional force generated between the surfaces 21a and 31a and the outer peripheral surface 15a.

  FIG. 4 is a graph showing the relationship between the lubrication state and the change in the friction coefficient. Referring to FIG. 3 and FIG. 4, the lubrication state at contact position Y includes boundary lubrication state 41, mixed lubrication state 42, and fluid lubrication state 43 as the sliding speed between outer peripheral surface 15a and surfaces 21a and 31a increases. Change. The boundary lubrication state 41 is a state in which the outer peripheral surface 15a and the surfaces 21a and 31a directly slide in contact with each other, and the friction coefficient changes at a substantially constant value even if the sliding speed changes. The fluid lubrication state 43 is a state in which an oil film is formed between the outer peripheral surface 15a and the surfaces 21a and 31a, and the mixed lubrication state 42 is a state in which boundary lubrication and fluid lubrication occur simultaneously. In the fluid lubrication state 43 and the mixed lubrication state 42, the friction coefficient also changes as the sliding speed changes.

  In the present embodiment, since the outer peripheral surface 15a and the surfaces 21a and 31a are linearly contacted at the contact position Y, the clutch plate is interposed at the contact position Y as compared with the wet multi-plate clutch in which the clutch plates are in surface contact. Lubricating oil amount decreases. In this case, the range of the boundary lubrication state 41 becomes wide, and the slip speed at which the boundary lubrication shifts to the mixed lubrication or fluid lubrication increases. Thereby, in the range of the slip speed actually generated under the condition where the vehicle coupling 10 is used, the boundary lubrication state 41 is dominant in the lubrication state at the contact position Y.

  Therefore, in the vehicle coupling 10 according to the present embodiment, the friction coefficient of the friction generated between the shafts does not change greatly depending on the magnitude of the differential rotational speed between the input shaft and the output shaft. In addition, since the friction coefficient obtained in the boundary lubrication state 41 is larger than the friction coefficient obtained in the fluid lubrication state 43, a larger friction force can be generated at the contact position Y.

  A vehicle coupling 10 as a vehicle joint in Embodiment 1 of the present invention includes an input side plate 21 as a first coupling member provided on an input shaft, and a second coupling member provided on an output shaft. As an output side plate 31, and a thrust roller 15 disposed between the input side plate 21 and the output side plate 31 so as to be rotatable about a rotary shaft 16 as a predetermined rotary shaft. The input side plate 21 has a surface 21a as a first surface. The output-side plate 31 faces the surface 21a with a space therebetween, and a surface as a second surface that moves relative to the surface 21a in the circumferential direction when a difference occurs between the input shaft and the output shaft. 31a. The thrust roller 15 has an outer peripheral surface 15a that contacts the surfaces 21a and 31a. The thrust roller 15 is provided such that the rotating shaft 16 extends with an inclination with respect to the tangential direction in the circumferential direction in which the surfaces 21a and 31a move relative to each other.

  In the present embodiment, three thrust rollers 15 are provided as shown in FIG. 3, but a number other than three may be provided. Further, the thrust rollers 15 may be provided side by side in the radial direction with the axis 14 as the center. Further, a plurality of plates may be further connected to the input shaft and the output shaft, and the thrust roller 15 may be provided between the plates.

  According to the vehicle coupling 10 in the first embodiment of the present invention configured as described above, the friction coefficient of the friction generated between the input shaft and the output shaft is increased by the differential rotational speed between the shafts. It never changes. Thereby, since the friction characteristic is stabilized, it is possible to prevent the occurrence of vibration such as judder in the vehicle coupling 10. Further, when controlling the transmission torque between the input shaft and the output shaft, the effect of the operating rotational speed on the transmission torque can be reduced, so that the transmission torque can be easily controlled. Further, since the friction coefficient at the contact position Y is a large value, even if the number of plates is reduced, torque transmission performance equivalent to that of the wet multi-plate clutch can be obtained. Thereby, size reduction of the coupling 10 for vehicles can be achieved.

  Further, in the vehicle coupling 10, since torque transmission is interrupted, even if a clearance is provided between the outer peripheral surface 15a and the surfaces 21a and 31a, the amount of lubricating oil interposed in the clearance is reduced. In addition, in the present embodiment, the vehicle coupling 10 can be configured with a reduced number of plates. For this reason, generation | occurrence | production of drag torque can be suppressed and heat_generation | fever of lubricating oil can be suppressed. Thereby, durability of the coupling 10 for vehicles can be improved.

(Embodiment 2)
In the present embodiment, the case where the structure of the vehicle coupling described in the first embodiment is applied to an electronically controlled coupling will be described. FIG. 5 is a schematic diagram showing a 4WD (wheel drive) vehicle equipped with an electronically controlled coupling according to Embodiment 2 of the present invention.

  Referring to FIG. 5, electronic control coupling 51 in the present embodiment has a front wheel drive shaft 83 to which a drive force is transmitted from engine 81, and a drive force from front wheel drive shaft 83 via electronic control coupling 51. It is mounted on an FF (front engine front wheel drive) -based 4WD vehicle having a rear wheel drive shaft 88 to be transmitted. A propeller shaft 85 is provided between the front wheel drive shaft 83 and the rear wheel drive shaft 88. The front and rear ends of the propeller shaft 85 are connected to the transfer 84 and the ring gear 86, respectively. The electronic control coupling 51 is provided on the axis of the propeller shaft 85 in front of the rear differential 89. The electronically controlled coupling 51 transmits a driving force of an appropriate magnitude from the front wheel driving shaft 83 to the rear wheel driving shaft 88 in accordance with a traveling situation and the like, and realizes optimal driving force distribution suitable for each time.

  FIG. 6 is a cross-sectional view showing the electronically controlled coupling in FIG. In the figure, the electronically controlled coupling in the non-actuated state is shown. 5 and 6, the electronic control coupling 51 has a surface 61a, a front housing 61 disposed on the transfer 84 side, and a main cam 66 disposed on the ring gear 86 side having a surface 66a. With. The driving force from the transfer 84 is transmitted to the front housing 61. A plurality of thrust rollers 15 are arranged between the surface 61a and the surface 66a. The front housing 61, the main cam 66 and the thrust roller 15 constitute a main clutch 52 corresponding to the vehicle coupling 10 in FIG.

  The front housing 61 has a cylindrical portion 60 that extends in a cylindrical shape around the main cam 66 and into which lubricating oil is supplied. A plurality of outer clutch plates 74 extending at intervals are provided on the inner wall of the cylindrical portion 60. A control cam 76 is disposed at a position adjacent to the main cam 66. A ball 77 is provided between the main cam 66 and the control cam 76. A plurality of inner clutch plates 75 are provided on the outer peripheral surface of the control cam 76 so as to mesh with the outer clutch plate 74. The outer clutch plate 74 and the inner clutch plate 75 constitute a control clutch 53. An armature 73 and a rear housing 72 are provided before and after the control clutch 53, respectively. An electromagnetic solenoid 71 is built in the rear housing 72.

  Next, the operation of the electronic control coupling 51 will be described. When the electromagnetic solenoid 71 is not energized, the outer clutch plate 74 and the inner clutch plate 75 are positioned at positions where they are not crimped to each other. As a result, the control clutch 53 is brought into a free state. At this time, the main cam 66 is positioned at a position away from the surface 61a so that the thrust roller 15 is opened between the surface 61a and the surface 66a. As a result, the driving force from the transfer 84 is not transmitted from the front housing 61 to the main cam 66, and the driving force of the front wheel drive shaft 83 is not distributed to the rear wheel drive shaft 88.

  FIG. 7 is a cross-sectional view showing the operating state of the electronically controlled coupling in FIG. FIG. 8 is an enlarged cross-sectional view showing a position where the ball of the electronically controlled coupling in FIG. 7 is provided. Referring to FIGS. 7 and 8, when a current is passed through electromagnetic solenoid 71, a magnetic flux that forms a closed circuit is formed between rear housing 72 and armature 73, as indicated by a dotted line 111. The armature 73 is attracted to the control clutch 53 side and presses the outer clutch plate 74 and the inner clutch plate 75 together. As a result, the control clutch 53 is engaged.

  If a rotational difference occurs between the front and rear wheels after the control clutch 53 is engaged, a rotational difference is likely to occur between the control cam 76 and the main cam 66. Therefore, as shown in FIG. 8, the ball 77 pushes the slopes 76h and 66h formed on the control cam 76 and the main cam 66, and moves the main cam 66 toward the front of the vehicle. Thereby, the thrust roller 15 is in a state of receiving a preload between the surface 61a and the surface 66a, and the main clutch 52 is engaged. When the driving force from the front housing 61 is transmitted to the main cam 66 via the main clutch 52, the driving force of the front wheel drive shaft 83 is distributed to the rear wheel drive shaft 88.

  In addition, by adjusting the amount of current flowing through the electromagnetic solenoid 71 in a state where there is a rotation difference between the front and rear wheels, the magnitude of the driving force transmitted from the front wheel drive shaft 83 to the rear wheel drive shaft 88 is steplessly adjusted. Can be controlled. That is, when the current amount is reduced, the force with which the armature 73 engages the control clutch 53 is weak, so that the rotational difference between the control cam 76 and the main cam 66 is reduced. For this reason, the distance by which the main cam 66 is pushed forward is reduced, and the frictional force generated between the front housing 61 and the main cam 66 is reduced. At this time, the driving force from the front wheel drive shaft 83 is limited and transmitted to the rear wheel drive shaft 88.

  On the other hand, when the amount of current is increased, the force with which the armature 73 engages the control clutch 53 is strong, so that the rotational difference between the control cam 76 and the main cam 66 increases. For this reason, the distance by which the main cam 66 is pushed forward is increased, and the frictional force generated between the front housing 61 and the main cam 66 is increased. At this time, the driving force transmitted from the front wheel drive shaft 83 to the rear wheel drive shaft 88 increases.

  As a mechanism that replaces the control clutch 53, an electromagnetic clutch or a rotary blade coupling that generates a thrust load by silicon fluid may be used.

  According to the electronic control coupling 51 according to the second embodiment of the present invention configured as described above, the friction characteristic obtained by the main clutch 62 can be stabilized. Thereby, the driving force distribution between the front wheel drive shaft 83 and the rear wheel drive shaft 88 can be controlled to an optimum ratio, and the drivability of the 4WD vehicle can be improved. Further, when the electronic control coupling 51 shown in FIG. 6 is in an inoperative state, it is possible to suppress the generation of drag torque in the main clutch 62. Thereby, heat_generation | fever of lubricating oil can be suppressed and durability of the electronic control coupling 51 can be improved. Further, it is possible to reduce the energy loss caused by the electronic control coupling 51 when in the non-operating state and improve the fuel efficiency of the vehicle.

  FIG. 9 is a schematic diagram showing a modification of the 4WD vehicle in FIG. Referring to FIG. 9, in this modification, propeller shaft 85, transfer 84, and ring gear 86 are configured such that the gear ratio of transfer 84 to propeller shaft 85 is larger than the gear ratio of ring gear 86 to propeller shaft 85. Has been. According to this modification, even in an FF-based 4WD vehicle, a wide range of travel modes from front wheel drive to rear wheel drive is possible.

  With such a configuration, a differential rotational speed is constantly generated between the front housing 61 of the electronic control coupling 51 and the main cam 66. However, in the electronically controlled coupling 51, since the generation of drag torque is suppressed, durability is not impaired even under such use conditions. Further, for the same reason, it is possible to install tires of different diameter sizes in the front and rear, or to install tires of different brands. As a result, the vehicle maintenance cost of the user can be reduced, and the use of the vehicle corresponding to the user's wide range of applications can be realized.

(Embodiment 3)
FIG. 10 is a schematic diagram showing a 4WD vehicle according to Embodiment 3 of the present invention, on which the electronically controlled coupling in FIG. 6 is mounted. Compared to the 4WD vehicle in the second embodiment, the 4WD vehicle in the present embodiment has a partially similar structure. Hereinafter, the description of the overlapping structure will not be repeated.

  Referring to FIG. 10, in the present embodiment, electronically controlled coupling 51 is positioned between left rear wheel 87m and ring gear 86 and between right rear wheel 87n and ring gear 86, respectively, to drive rear wheel. It is provided on the shaft 88. Similarly to the modification shown in FIG. 9, the propeller shaft 85, the transfer 84, and the ring gear 86 are configured such that the gear ratio of the transfer 84 to the propeller shaft 85 is larger than the gear ratio of the ring gear 86 to the propeller shaft 85. Yes.

  According to the 4WD vehicle of the third embodiment of the present invention configured as described above, in addition to the driving force distribution between the front wheel drive shaft 83 and the rear wheel drive shaft 88, the left rear wheel 87m of the rear wheel drive shaft 88 is also provided. The driving force is distributed between the right rear wheel 87n. At this time, the same effects as those described in the second embodiment can be obtained. In the present embodiment, a traveling mode from front wheel driving to rear wheel driving is possible, whereas in the front and rear wheel driving device disclosed in Patent Document 1, front wheel driving is performed in the case of an FF-based 4WD vehicle. To 4WD driving mode. In the present embodiment, yaw moment can be generated by driving force distribution similar to rear wheel drive, whereas in the front and rear wheel drive device disclosed in Patent Document 1, the rear wheels are accelerated. For this purpose, a speed increasing mechanism is required. For this reason, in this Embodiment, a driving force distribution mechanism can be comprised simply.

(Embodiment 4)
FIG. 11 is a schematic diagram showing an FF vehicle according to Embodiment 4 of the present invention, on which the electronically controlled coupling shown in FIG. 6 is mounted. Referring to FIG. 11, in the present embodiment, electronic control coupling 51 is mounted on an FF vehicle in which engine 81 is provided in front of the vehicle. The electronically controlled coupling 51 is positioned between the left front wheel 82m and the position where the front wheel drive shaft 83 is connected to the engine 81, and between the right front wheel 82n and the front wheel drive shaft 83 is connected to the engine 81, respectively. Thus, the front wheel drive shaft 83 is provided on the shaft.

  According to the FF vehicle according to the fourth embodiment of the present invention configured as described above, torque is distributed between the left front wheel 82m and the right front wheel 82n of the front wheel drive shaft 83. At this time, the same effects as those described in the second embodiment can be obtained. The same effect can be obtained when the electronic control coupling 51 is provided on the rear wheel drive shaft of an FR (front engine rear wheel drive) vehicle.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a side view which shows the coupling for vehicles in Embodiment 1 of this invention. It is sectional drawing which shows the coupling for vehicles along the II-II line in FIG. It is sectional drawing of the coupling for vehicles along the III-III line in FIG. It is a graph which shows the relationship between a lubrication state and the change of a friction coefficient. It is a schematic diagram which shows the 4WD vehicle carrying the electronically controlled coupling in Embodiment 2 of this invention. It is sectional drawing which shows the electronically controlled coupling in FIG. It is sectional drawing which shows the operating state of the electronically controlled coupling in FIG. It is sectional drawing which expands and shows the position in which the ball | bowl of the electronic control coupling in FIG. 7 was provided. It is a schematic diagram which shows the modification of the 4WD vehicle in FIG. It is a schematic diagram which shows the 4WD vehicle in Embodiment 3 of this invention in which the electronically controlled coupling in FIG. 6 was mounted. It is a schematic diagram which shows the FF vehicle in Embodiment 4 of this invention in which the electronically controlled coupling in FIG. 6 was mounted.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Coupling for vehicles, 15 Thrust roller, 15a Outer peripheral surface, 16 Rotating shaft, 21 Input side plate, 21a, 31a, 61a, 66a Surface, 31 Output side plate, 51 Electronic control coupling, 52 Main clutch, 61 Front housing , 66 Main cam, 83 Front wheel drive shaft, 85 Propeller shaft, 88 Rear wheel drive shaft.

Claims (5)

A vehicle joint that generates a frictional force at a coupling position of these shafts based on a differential generated between the input shaft and the output shaft, and controls torque transmission between the input shaft and the output shaft. There,
A first coupling member having a first surface and provided on the input shaft;
A second surface facing the first surface at an interval and moving relative to the first surface in the circumferential direction when a differential occurs between the input shaft and the output shaft; A second coupling member provided on the output shaft;
The outer peripheral surface which contacts the said 1st and 2nd surface is arrange | positioned between the said 1st coupling member and the said 2nd coupling member, and it was provided rotatably about the predetermined | prescribed rotating shaft. A thrust roller,
The thrust roller is a joint for a vehicle in which the predetermined rotation shaft extends so as to incline with respect to a tangential direction in a circumferential direction in which the first and second surfaces move relative to each other. A front-rear driving force distribution mechanism for a four-wheel drive vehicle using the vehicle joint according to claim 1, wherein the vehicle joint includes a main drive shaft to which power of a power source is directly transmitted, and a power source Is provided on the propeller shaft that connects between the main drive shaft and the slave drive shaft.
The front-rear driving force distribution mechanism of a four-wheel drive vehicle, wherein the input shaft is connected to the main drive shaft, and the output shaft is connected to the slave drive shaft.   The front-rear driving force distribution mechanism for a four-wheel drive vehicle according to claim 2, wherein a gear ratio between the main drive shaft and the input shaft is different from a gear ratio between the slave drive shaft and the output shaft. A front / rear / left / right driving force distribution mechanism of a four-wheel drive vehicle using the vehicle joint according to claim 1,
The vehicle joint is provided on a slave drive shaft to which the power of the power source is transmitted from the main drive shaft to which the power of the power source is directly transmitted via the propeller shaft.
The front / rear / left / right driving force distribution mechanism of a four-wheel drive vehicle, wherein the input shaft is connected to the propeller shaft, and the output shaft is connected to a wheel. A left-right driving force distribution mechanism for a two-wheel drive vehicle using the vehicle joint according to claim 1,
The vehicle joint is provided on a main drive shaft to which power from a power source is transmitted,
The left and right driving force distribution mechanism of a two-wheel drive vehicle, wherein the input shaft is connected to a power source, and the output shaft is connected to a wheel.

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