JP5022861B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device used in a vehicle.

  Patent Document 1 describes a transfer device capable of directly transmitting a driving force from a driving source to a rear wheel side power transmission system and branching the driving force to a front wheel side power transmission system via a meshing clutch. Yes. In this transfer device, the mesh clutch is provided with two-wheel drive, torque-variable four-wheel drive, and torque-fixed four-wheel drive positions, and each position can be selected by one sleeve, enabling continuous switching operation. ing.

Patent Document 2 discloses a rotation transmission device capable of directly transmitting a driving force from a driving source to a rear wheel side power transmission system and branching the driving force to a front wheel side power transmission system via a rotation transmission mechanism. Is described. In this rotation transmission device, the 2WD-4WD driving mode of the vehicle is switched by the rotation transmission mechanism being intermittent, the torque control coupling consisting of a multi-plate clutch is used as a synchro mechanism, and the rotation transmission mechanism is intermittently connected to the torque control coupling. This makes it possible to switch the traveling mode of 2WD-4WD during traveling.
JP 2002-67722 A JP-A-10-175458

  By the way, in Patent Documents 1 and 2, a front side intermittent mechanism such as a hub clutch is provided in order to prevent the rotation of the front wheels from being transmitted to the power transmission system on the front wheel side during the two-wheel drive of the rear wheel drive. This front intermittent mechanism reduces the influence on fuel consumption without rotating the front wheel side power transmission system in the two-wheel drive state.

  However, in Patent Document 1, even if an attempt is made to switch from the two-wheel drive running state in which the front side intermittence mechanism is disconnected to the four-wheel drive state, the differential rotation within the meshing clutch is high and switching is difficult.

  Further, in Patent Document 2, it is possible to switch the traveling mode of 2WD-4WD while traveling using the torque control coupling as the synchro mechanism, but in the torque control coupling as the synchro mechanism in the two-wheel drive state, The clutch plate connected to the drive shaft that transmits the driving force to the power transmission system is always rotating, and the clutch plate connected to the front wheel side is rotated due to the viscosity of oil, etc. There was a possibility of rotating the power transmission system on the front wheel side.

  Accordingly, an object of the present invention is to provide a power transmission device that can switch from a two-wheel drive state to a four-wheel drive state during traveling and that can cut off torque from the torque control coupling during two-wheel drive. Yes.

The power transmission device according to claim 1 is a main shaft that directly transmits the driving force transmitted from the driving source to the power transmission system on the rear wheel side, a sub shaft that transmits the driving force to the power transmission system on the front wheel side, A front side intermittent mechanism for intermittently connecting a front wheel and a power transmission system on the front wheel side, and a driving force that is connected to the auxiliary shaft and is provided on the outer periphery of the main shaft so as to be rotatable relative to the main shaft and from the main shaft to the auxiliary shaft. And a synchro mechanism that is provided between the main shaft and the torque control coupling and that synchronizes the rotation of the main shaft and the torque control coupling in a released state. And a first rotating member connected to the main shaft and a second rotating member connected to the torque control coupling, and the synchro mechanism includes the first rotating member and the second rotating member. Installed between rotating members It is characterized in that is.

A second aspect of the present invention, a power transmission device according to claim 1, and two-wheel drive position disconnecting said main shaft provided on the first rotary member and the auxiliary shaft, the second rotary member A torque variable four-wheel drive position provided to connect the main shaft and the torque control coupling; and the two-wheel drive position and the torque variable provided between the first rotating member and the second rotating member. A switching mechanism having a switching member that switches between the four-wheel drive positions is provided.

Invention of Claim 3 is the power transmission device of Claim 2 , Comprising: The said torque control coupling is the inner side rotation member connected with either the said countershaft or the said 2nd rotation member, The said, An outer rotating member connected to the other of the counter shaft or the second rotating member, and a clutch portion disposed between the inner rotating member and the outer member, and the switching mechanism is connected to the sub shaft. A torque-fixed four-wheel drive position that is provided on the connected inner rotary member or the outer rotary member and transmits a driving force from the main shaft to the sub-shaft to fix the torque; and the switching member includes the two-wheel drive position The torque variable four-wheel drive position and the torque fixed four-wheel drive position are switched.

A fourth aspect of the present invention is the power transmission device according to any one of the first to third aspects, wherein the torque control coupling is configured such that the main shaft is driven by the synchro mechanism when the front intermittent mechanism is disconnected. And the torque control coupling are connected in a synchronized state.

A fifth aspect of the present invention is the power transmission device according to any one of the first to third aspects, wherein the torque control coupling is configured such that the front intermittent mechanism is disconnected and the main shaft is rotated by the synchro mechanism. And the torque control coupling are connected in a state immediately before the rotation is synchronized.

A sixth aspect of the present invention is the power transmission device according to any one of the first to fifth aspects, wherein the front intermittent mechanism is configured such that a driving force is transmitted from the main shaft to the torque control coupling. It is connected.

  According to the power transmission device of the present invention, the synchro mechanism is provided between the main shaft and the torque control coupling. By connecting the torque control coupling by synchronizing the rotation with the control coupling, the driving force can be transmitted to the countershaft side, and the two-wheel drive state can be switched to the four-wheel drive state during traveling. .

  In addition, the torque control coupling does not rotate unless the synchro mechanism is operated in the two-wheel drive state in which the connection of the front side intermittent mechanism is in the released state, and torque is transmitted from the torque control coupling to the power system on the front wheel side. There is nothing to do.

  Therefore, the two-wheel drive state can be switched to the four-wheel drive state during traveling, and the torque from the torque control coupling can be cut off during the two-wheel drive.

  First, a power system of a vehicle to which the power transmission device of one embodiment is applied will be described with reference to FIG.

  As shown in FIG. 1, the power system of the vehicle includes an engine 201 and an electric motor 203 as a drive source, a transmission 205 as a transmission mechanism, a power transmission device 1, and a front wheel side propeller shaft 207 (a front wheel side power transmission system). ), Front differential 209 (front wheel side power transmission system), front side intermittent mechanism 7, front axles 211 and 213, front wheels 215 and 217, and rear wheel side propeller shaft 219 (rear wheel side power transmission system). And rear differential 221 (rear wheel side power transmission system), rear axles 223 and 225, rear wheels 227 and 229, and the like.

  The driving force of the driving source is transmitted from the transmission 205 via the main shaft 3 to the power transmission device 1 and directly transmitted to the power transmission system on the rear wheel side. The driving force transmitted to the power transmission system on the rear wheel side is transmitted to the rear differential 221 via the rear wheel side propeller shaft 219 connected to the main shaft 3 and transmitted from the rear axles 223 and 225 to the rear wheels 227 and 229. Is done. The rear differential 221 is provided with a mechanical differential limiting mechanism 231 that is fastened when a differential rotation more than a predetermined value is generated by the differential mechanism, and a differential lock mechanism 235 that is operated by an air diaphragm actuator 233.

  In addition, the driving force transmitted to the power transmission device 1 is transmitted to the power transmission system on the front wheel side by connecting the torque control coupling 9 of the power transmission device 1. The driving force transmitted to the power transmission system on the front wheel side is transmitted from the main shaft 3 to the torque control coupling 9 and is transmitted to the auxiliary shaft 5 through the chain 43. The driving force transmitted to the countershaft 5 is transmitted to the front differential 209 via the front wheel side propeller shaft 207 connected to the countershaft 5, and the free running differential mechanism 51 as the front intermittent mechanism 7 and the axle disconnect 47. To the front axles 211 and 213, and to the front wheels 215 and 217 via the hub clutch 49 as the front intermittent mechanism 7.

  Thus, the power transmission system of the vehicle can select the two-wheel drive state of the rear wheel drive and the four-wheel drive state of the front and rear wheel drive by the power transmission device 1. Hereinafter, a power transmission device according to an embodiment will be described.

(One embodiment)
A power transmission device according to an embodiment will be described with reference to FIGS.

  The power transmission device 1 of the present embodiment includes a main shaft 3 that directly transmits a driving force transmitted from a driving source to a power transmission system on the rear wheel side, and a subshaft that transmits the driving force to the power transmission system on the front wheel side. 5, a front intermittent mechanism 7 that intermittently connects the front wheel and the power transmission system on the front wheel side, and is connected to the auxiliary shaft 5 and is provided on the outer periphery of the main shaft 3 so as to be rotatable relative to the main shaft. Torque control coupling 9 for transmitting the driving force to the main shaft 3 and the torque control coupling 9 between the main shaft 3 and the torque control coupling 9. And a synchronizing mechanism 11 to be synchronized.

  The sync mechanism 11 includes a first rotating member 13 connected to the main shaft 3 and a second rotating member 15 connected to the torque control coupling 9. The synchro mechanism 11 includes the first rotating member 13 and the second rotating member 15. The rotating member 15 is provided.

  Further, a two-wheel drive position 17 provided on the first rotating member 13 for separating the main shaft 3 and the countershaft 5, and a variable torque connecting the main shaft 3 and the torque control coupling 9 provided on the second rotating member 15 are provided. A switching mechanism having a four-wheel drive position 19 and a switching member 21 provided between the first rotating member 13 and the second rotating member 15 and switching between the two-wheel driving position 17 and the torque variable four-wheel driving position 19. 23.

  The torque control coupling 9 includes a hub 25 (inner rotating member) connected to the second rotating member 15, a clutch housing 27 (outer rotating member) connected to the countershaft 5, the hub 25 and the clutch housing. The switching mechanism 23 is provided in a clutch housing 27 connected to the countershaft 5 and transmits torque to the countershaft 5 from the main shaft 3 to fix the torque. The four-wheel drive position 31 is provided, and the switching member 21 switches between the two-wheel drive position 17, the torque variable four-wheel drive position 19, and the torque fixed four-wheel drive position 31.

  As shown in FIGS. 1 and 2, the main shaft 3 is rotatably supported by a case 35 attached to a transmission case 237 via a bearing 33. One end side of the main shaft 3 is connected to the transmission 205 side and serves as an input portion for driving force from the drive source, and the other end side is connected to the rear wheel side propeller shaft 219 to connect to the rear wheel side power transmission system. Output section. A first rotating member 13 is connected to the outer periphery of the main shaft 3 so as to be rotatable integrally with the main shaft 3. In addition, a sprocket 37 that transmits a driving force to the auxiliary shaft 5 side is provided on the outer periphery of the main shaft 3.

  The sprocket 37 is coupled to the outer periphery of the clutch housing 27 of the torque control coupling 9 so as to be integrally rotatable with the clutch housing 27. The sprocket 37 is supported on the outer periphery of the main shaft 3 so as to be rotatable relative to the main shaft 3 via needle bearings 39 and 41 provided between the clutch housing 27 and the main shaft 3. Further, the sprocket 37 is provided with a chain 43 connected to a sprocket 45 provided on the auxiliary shaft 5, and the driving force transmitted to the main shaft 3 is branched and transmitted to the auxiliary shaft 5 side.

  The auxiliary shaft 5 is rotatably supported by the case 35 via a bearing (not shown). The countershaft 5 has a sprocket 45 provided integrally with the countershaft 5 on one end side to serve as an input portion for driving force from the main shaft 3 side, and the other end is connected to the front wheel side propeller shaft 207 to It is an output part to the power transmission system on the side. The driving force transmitted from the auxiliary shaft 5 to the power transmission system on the front wheel side is interrupted by the front interrupting mechanism 7.

  The front intermittent mechanism 7 includes any one of the axle disconnect 47, the hub clutch 49, and the free running differential mechanism 51. In the present embodiment, a case where a free running mechanism is provided will be described. Note that the function is the same regardless of which mechanism is used. The axle disconnect 47 is provided between the front axle 213 and the front differential 209, and interrupts the driving force between the front differential 209 and the front axle 213. The hub clutch 49 is provided between the front axles 211 and 213 and the front wheels 215 and 217, and interrupts the driving force between the front axles 211 and 213 and the front wheels 215 and 217. The hub clutch 49 is provided with a sensor γ and outputs a signal indicating an intermittent state to the CPU 53 as a control mechanism. The free running differential mechanism 51 includes an outer case 55, an inner case 57, and an electromagnetic solenoid actuator 59. The free running differential mechanism 51 connects the outer case 55 and the inner case 57 with the driving force input to the outer case 55 by the electromagnetic solenoid actuator 59, thereby driving the driving force from the front differential 209 toward the front axles 211 and 213. Is output. The electromagnetic solenoid actuator 59 is provided with a sensor α and outputs a signal indicating the intermittent state to the CPU 53. The driving force from the driving source interrupted by the front interrupting mechanism 7 is controlled by the torque control coupling 9.

  The torque control coupling 9 includes a hub 25, a clutch housing 27, a clutch portion 29, an actuator 61, and the like. The hub 25 is supported on the outer periphery of the main shaft 3 through needle bearings 63 and 65 so as to be rotatable relative to the main shaft 3. The second rotating member 15 is connected to the hub 25 so as to be rotatable integrally with the hub 25. The clutch housing 27 is supported on the outer periphery of the main shaft 3 through needle bearings 39 and 41 so as to be rotatable relative to the main shaft 3. A clutch portion 29 is disposed between the hub 25 and the clutch housing 27.

  The clutch portion 29 includes a plurality of inner clutch plates splined to the outer periphery of the hub 25 so as to be axially movable, and a plurality of outer clutch plates splined to the inner periphery of the clutch housing 27 to be axially movable. Has been. The clutch part 29 is actuated by an actuator 61.

  The actuator 61 includes an armature 67, a pilot clutch 69, a cam mechanism 71, and an electromagnet 73. The armature 67 is made of a magnetic material and is disposed on the inner peripheral side of the clutch housing 27 so as to be movable in the axial direction. The armature 67 is attracted to the electromagnet 73 side by energizing the electromagnet 73 and fastens the pilot clutch 69. The pilot clutch 69 includes a plurality of inner clutch plates that are spline-coupled to the outer periphery of the cam ring 75 of the cam mechanism 71 and a plurality of outer clutches that are spline-coupled to the inner periphery of the clutch housing 27. It consists of a board. By engaging the pilot clutch 69, the cam mechanism 71 generates a cam thrust force.

  The cam mechanism 71 includes a cam ring 75, a pressure plate 77, and a cam ball 79. The cam ring 75 is arranged on the outer peripheral side of the main shaft 3 so as to be movable in the axial direction. A thrust bearing 81 that receives a thrust force is disposed between the cam ring 75 and the clutch housing 27. The pressure plate 77 is disposed on the outer peripheral side of the hub 25 so as to be movable in the axial direction. A return spring 83 is disposed between the pressure plate 77 and the hub 25 to urge the pressure plate 77 in the direction opposite to the cam thrust force. The cam ball 79 is disposed between the cam ring 75 and the pressure plate 77. The cam ball 79 generates a cam thrust force that causes the pressure plate 77 to move in the axial direction toward the clutch portion 29 side by causing a differential rotation between the cam ring 75 and the pressure plate 77 when the pilot clutch 69 is engaged. The cam mechanism 71 is operated by energizing the electromagnet 73.

  The electromagnet 73 includes an electromagnetic coil 85 and a core 87, is supported on the outer periphery of the main shaft 3 via a bearing 89, and is prevented from rotating with respect to the case 35. The core 87 is provided with a lead wire 91 connected to the CPU 53 side, and is energized under the control of the CPU 53. By energizing the electromagnet 73, magnetic lines of force through the core 87, the clutch housing 27, the pilot clutch 69, and the armature 67 are circulated to form a magnetic flux loop, and the armature 67 is engaged by moving in the fastening direction of the pilot clutch 69. Then, a differential rotation is generated between the pressure plate 77 and the cam ring 75. Such a torque control coupling 9 is synchronized with the rotation of the main shaft 3 by the synchro mechanism 11.

  The synchronization mechanism 11 is disposed between the first rotation member 13 connected to the main shaft 3 and the second rotation member 15 connected to the hub 25, and includes a synchronization member 93. The sync member 93 is connected to the first rotating member 13 so as to be axially movable. Further, the sync member 93 is formed with an inclined surface 95, and is disposed with a gap between the inclined surface 97 formed on the second rotating member 15. By moving the synchronizing member 93 in the axial direction toward the second rotating member 15, the inclined surface 97 of the second rotating member 15 and the inclined surface 95 of the synchronizing member 93 are brought into contact with each other, and the first rotating member 13. And the rotation of the second rotating member 15, that is, the rotation of the main shaft 3 and the torque control coupling 9 can be synchronized. The first rotating member 13 and the second rotating member 15 whose rotations are synchronized by the synchronization mechanism 11 are switched by the switching mechanism 23.

  The switching mechanism 23 includes a two-wheel drive position 17, a torque variable four-wheel drive position 19, a torque fixed four-wheel drive position 31, and a switching member 21. The two-wheel drive position 17 is a spline portion formed on the outer periphery of the first rotating member 13. The torque variable four-wheel drive position 19 is a spline portion formed on the outer periphery of the second rotating member 15. The torque fixed four-wheel drive position 31 is a spline portion formed on the inner periphery of the clutch housing 27. The switching member 21 is movably connected to the spline portions at the respective positions 17, 19 and 31. The switching member 21 is moved by the shift rod 101 and the shift fork 103 of the electric motor actuator 99. In addition, the electric motor actuator 99 is provided with a sensor β, and outputs a signal indicating a shift position by a shift operation to the CPU 53.

  In this switching mechanism 23, when the switching member 21 is at the two-wheel drive position 17 (position 2WD in FIG. 2), the connection between the main shaft 3 and the torque control coupling 9 is released, and the two-wheel drive two-wheel drive is achieved. Driven. When the switching member 21 is in the torque variable four-wheel drive position 19 (the position of the on-demand 4WD in FIG. 2), the main shaft 3 and the torque control coupling 9 are connected, and the driving force from the main shaft 3 is applied to the torque control cup. A four-wheel drive state in which an arbitrary torque transmission ratio is transmitted to the countershaft 5 side by control of the ring 9 is established. When the switching member 21 is in the torque fixed four-wheel drive position 31 (the position of the direct connection 4WD in FIG. 2), the main shaft 3, the hub 25, and the clutch housing 27 are connected, and the driving force from the main shaft 3 is directly applied to the sub shaft. The four-wheel drive state is transmitted to the 5 side. In particular, the movement of the switching member 21 from the two-wheel drive position 17 to the torque variable four-wheel drive position 19 in which the connection of the front intermittent mechanism 7 is released is performed by the synchronization mechanism 11 with the first rotating member 13 and the second rotation member 13. The rotation member 15 is rotated in a synchronized state, and the main shaft 3 and the torque control coupling 9 are connected via the synchro mechanism 11 to the four-wheel drive state during traveling. Switching to a wheel drive state is possible. The switching timing at this time will be described below with reference to FIG.

  Each intermittent mechanism is provided with each sensor α, β, γ, etc., and outputs a signal indicating the status of each mechanism to the CPU 53. Upon receiving this signal, the CPU 53 sends command signals A, B, C, and so on to the actuators that operate the mechanisms such as the electric motor actuator 99, the actuator 61, the electromagnetic solenoid actuator 59, and the air diaphragm actuator 233 according to the situation. D is output and controlled. In such control of the CPU 53, the switching from the two-wheel drive state during traveling to the four-wheel drive state selects the connection timing between the synchro mechanism 11 and the torque control coupling 9 according to the situation.

  In the control chart of FIG. 3A, the torque control coupling 9 is connected in a state in which the rotation of the main shaft 3 and the torque control coupling 9 is synchronized by the synchro mechanism 11 while the connection of the front intermittent mechanism 7 is released. Indicates the state. In this state, first, the synchronization mechanism 11 is operated to synchronize the rotation of the first rotating member 13 and the second rotating member 15. Next, the torque control coupling 9 is connected, and the driving force is transmitted from the main shaft 3 to the sub shaft 5 side through the torque control coupling 9. Finally, the front intermittent mechanism 7 is connected to transmit the driving force to the front wheels 215 and 217. Thus, by operating the synchro mechanism 11 before the torque control coupling 9, the inner clutch plate of the clutch portion 29 connected to the hub 25 and the hub 25 is connected to the member that is first rotated in the torque control coupling 9. Thus, the load on the synchro mechanism 11 can be reduced.

  In the control chart of FIG. 3B, the torque control coupling 9 is connected in a state just before the rotation of the main shaft 3 and the torque control coupling 9 is synchronized by the synchro mechanism 11 while the connection of the front intermittent mechanism 7 is released. This shows the state. In this state, first, the hub 25 and the clutch housing 27 are connected by connecting the torque control coupling 9. Next, when the synchronizing mechanism 11 is operated to synchronize the rotation of the first rotating member 13 and the second rotating member 15, the torque control coupling 9 is connected, so that the torque control coupling is connected from the main shaft 3. A driving force is transmitted to the auxiliary shaft 5 side through 9. Finally, the front intermittent mechanism 7 is connected to transmit the driving force to the front wheels 215 and 217. By connecting the torque control coupling 9 before the sync mechanism 11 in this way, the torque control coupling 9 as a whole can be applied to a large torque that is difficult to connect to the torque control coupling 9 after the hub 25 rotates. Can receive.

  Further, at any timing, the front side intermittent mechanism 7 is connected in a state where the driving force is transmitted from the main shaft 3 to the torque control coupling 9. Therefore, in the two-wheel drive running state, the front wheels 215, 217 and the front wheel side power transmission system are always separated, and the front wheel side power transmission system is not rotated from the front wheels 215, 217 side. .

  In such a power transmission device 1, since the synchro mechanism 11 is provided between the main shaft 3 and the torque control coupling 9, the synchro mechanism 11 is in a two-wheel drive state in which the connection of the front side intermittent mechanism 7 is in a released state. By connecting the torque control coupling 9 by synchronizing the rotation of the main shaft 3 and the torque control coupling 9, the driving force can be transmitted to the subshaft 5 side. It can be switched to the wheel drive state.

  Further, if the synchro mechanism 11 is not operated in the two-wheel drive state in which the connection of the front side interrupting mechanism 7 is in the released state, the torque control coupling 9 will not rotate, and the torque control coupling 9 will change to the power system on the front wheel side. Torque is not transmitted.

  Therefore, the two-wheel drive state can be switched to the four-wheel drive state during traveling, and the torque from the torque control coupling 9 can be cut off during the two-wheel drive.

  Further, since the synchro mechanism 11 is provided between the first and second rotating members 13 and 15 connected to the main shaft 3 and the torque control coupling 9, the first rotating member 13 and the second rotating member By synchronizing the rotation with the member 15 by the synchro mechanism 11, the two-wheel drive state can be switched to the four-wheel drive state during traveling.

  Further, the first and second rotating members 13 and 15 are provided with a two-wheel drive position 17 and a variable torque four-wheel drive position 19, and switching to switch between the two-wheel drive position 17 and the variable torque four-wheel drive position 19 is performed. Since the switching mechanism 23 having the member 21 is provided, the two-wheel drive position 17 and the torque variable four-wheel are obtained by synchronizing the rotation of the first rotating member 13 and the second rotating member 15 by the synchronizing mechanism 11. The rotation with the drive position 19 is synchronized, and the switching member 21 can be switched from the two-wheel drive position 17 to the torque variable four-wheel drive position 19 during traveling.

  Further, the switching mechanism 23 has a torque fixed four-wheel drive position 31 for transmitting a driving force in a fixed manner from the main shaft 3 to the sub shaft 5, and the switching member 21 includes a two-wheel drive position 17 and a torque variable four-wheel drive position 19. Since the torque fixed four-wheel drive position 31 is switched, each position can be switched by one switching member 21, and the apparatus can be downsized.

  Further, since the torque control coupling 9 is connected in a state in which the rotation of the main shaft 3 and the torque control coupling 9 is synchronized by the synchro mechanism 11 with the connection of the front side intermittent mechanism 7 being released, the load applied to the synchro mechanism 11 Can be reduced, and the durability of the synchro mechanism 11 can be improved.

  Further, since the torque control coupling 9 is connected in a state immediately before the rotation of the main shaft 3 and the torque control coupling 9 is synchronized by the synchro mechanism 11 in a state where the connection of the front side intermittent mechanism 7 is released, The load can be received by the entire torque control coupling 9, and the durability of the torque control coupling 9 can be improved.

  Further, since the front intermittent mechanism 7 is connected in a state where the driving force is transmitted from the main shaft 3 to the torque control coupling 9, the front wheel side power transmission system is not rotated in the two-wheel drive traveling state, and the fuel consumption is reduced. The influence on can be reduced.

  Although the second rotating member is connected to the inner rotating member of the torque control coupling, it may be connected to the outer rotating member. In this case, when the synchro mechanism is operated, the outer rotating member and the main shaft rotate. Will be tuned.

  In addition, if the torque control coupling and the main shaft are connected via a synchro mechanism, it is not necessary to provide a torque-fixed four-wheel drive position in the switching mechanism, and the torque-fixed four-wheel drive can be independently performed in other parts. A position may be provided.

  Various forms can be applied to the torque control coupling.

It is the schematic which shows the motive power system of a vehicle. It is a principal part expanded sectional view of the power transmission device of one Embodiment. (A), (b) It is a timing chart which shows the connection of the synchro mechanism of one Embodiment, a torque control coupling, and a front side intermittent mechanism.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Power transmission device 3 ... Main shaft 5 ... Main shaft 3
DESCRIPTION OF SYMBOLS 5 ... Countershaft 7 ... Front side intermittent mechanism 9 ... Torque control coupling 11 ... Synchro mechanism 13 ... 1st rotation member 15 ... 2nd rotation member 17 ... Two-wheel drive position 19 ... Torque variable four-wheel drive position 19
21 ... Switching member 23 ... Switching mechanism 25 ... Hub (inner rotating member)
27 ... Clutch housing (outer rotating member)
29 ... Clutch part 31 ... Torque fixed four-wheel drive position 201 ... Engine (drive source)
203 ... Electric motor (drive source)
207 ... Front wheel side propeller shaft (front wheel side power transmission system)
209 ... Front differential (front wheel side power transmission system)
219 ... Rear wheel side propeller shaft (rear wheel side power transmission system)
221 ... Rear differential (rear wheel side power transmission system)

Claims (6)

A main shaft that directly transmits the driving force transmitted from the driving source to the rear wheel side power transmission system, a secondary shaft that transmits the driving force to the front wheel side power transmission system, and a front wheel and front wheel side power transmission system; A front side intermittent mechanism for intermittently connecting, and a torque control coupling connected to the auxiliary shaft and provided on the outer periphery of the main shaft so as to be relatively rotatable with the main shaft, and for transmitting a driving force from the main shaft to the auxiliary shaft in a variable manner; A synchro mechanism provided between the main shaft and the torque control coupling to synchronize the rotation of the main shaft and the torque control coupling in a released state, and connected to the main shaft; 1 rotation member and a second rotation member connected to the torque control coupling, and the synchro mechanism is provided between the first rotation member and the second rotation member. it said that you are Power transmission device. The power transmission device according to claim 1,
A two-wheel drive position provided on the first rotating member for separating the main shaft and the sub shaft, and a variable torque four-wheel drive for connecting the main shaft and the torque control coupling provided on the second rotating member. A switching mechanism that includes a position and a switching member that is provided between the first rotating member and the second rotating member and switches between the two-wheel driving position and the torque variable four-wheel driving position. A power transmission device characterized by. The power transmission device according to claim 2,
The torque control coupling includes an inner rotating member connected to one of the counter shaft and the second rotating member, and an outer rotating member connected to the other of the counter shaft or the second rotating member. A clutch portion disposed between the inner rotating member and the outer member, and the switching mechanism is provided on the inner rotating member or the outer rotating member connected to the auxiliary shaft from the main shaft. A torque fixed four-wheel drive position for transmitting a driving force to the countershaft to fix the torque; and the switching member switches between the two-wheel drive position, the torque variable four-wheel drive position, and the torque fixed four-wheel drive position. A power transmission device characterized by. The power transmission device according to any one of claims 1 to 3 ,
The power transmission device is characterized in that the torque control coupling is connected in a state in which the rotation of the main shaft and the torque control coupling is synchronized by the synchro mechanism when the connection of the front side intermittent mechanism is released . The power transmission device according to any one of claims 1 to 3 ,
The power transmission device is characterized in that the torque control coupling is connected in a state immediately before the rotation of the main shaft and the torque control coupling is synchronized by the synchro mechanism when the connection of the front side intermittent mechanism is released. . The power transmission device according to any one of claims 1 to 5 ,
The power transmission device , wherein the front intermittent mechanism is connected in a state in which a driving force is transmitted from the main shaft to the torque control coupling .

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