JPH02173444A - Power transmitting device - Google Patents

Abstract

PURPOSE:To suppress vibration of a propeller shaft contriving the improvement of rigidity further improving the controllability of escaping from a bad road by providing a means connecting a viscous coupling to and disconnecting it from a differential gear, differential gear lock means and a torque switching means. CONSTITUTION:When a viscous coupling 69 is connected to a rear differential gear 91, a vehicle is driven in a manner corresponding to a full-time 4-wheel-drive vehicle, driving a side of front wheels 17, 19 directly and a side of rear wheel 25, 27 through the coupling 69. Accordingly, the vehicle is improved in its economical efficiency, escape ability from a bad road, controllability and running stability. Next, when the coupling 69 is released from being connected to the rear differential gear 91, the vehicle is driven in complete 2WD running obtaining performance equivalent to an FF vehicle. Further, when the rear differential gear 91 is connected to a diff-lock mechanism 107, a differential function between the rear wheels 25, 27 is locked, and direct drive power from an engine 1 is transmitted to the side of the rear wheel 25, 27 enabling the vehicle to escape from a muddy ground or the like. While the prevention of vibration is contrived by enabling an increase to be suppressed of inertia moment of a propeller shaft 9 or the like.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a power transmission device used in a vehicle, for example.

(Prior art) As a conventional power transmission device of this type, for example,
There is one described in Japanese Patent No. 0-172764. This is a front engine, front drive (FF)
) Base 4WD vehicle (with a viscous clutch (viscous coupling) on the propeller shaft of the rear wheel drive system,
It is equipped with an interrupter.

(Problems to be Solved by the Invention) As described above, when a viscous coupling is provided on a propeller shaft that is relatively long and has a high rotational speed, the moment of inertia becomes large and vibrations are likely to occur. For this reason, when arranging a viscous coupling on a propeller shaft, a special supporting portion must be provided for the viscous coupling.Furthermore, it is undesirable from the viewpoint of rigidity to divide the propeller shaft by a disconnecting device.

Additionally, a differential lock mechanism must be separately provided to lock the differential function of the rear wheel differential device.

Therefore, this invention provides a propeller shaft that is less likely to generate vibrations, has a high rigidity, and does not require a special support part.
Moreover, it is an object of the present invention to provide a power transmission device equipped with a denolock mechanism.

[Structure of the Invention] (Means for Solving the Problems) In order to achieve the above object, the power transmission device of the present invention includes a housing that inputs one herk, and a housing that is provided in the housing and transmits torque through a viscous fluid. A viscous coupling that performs transmission, a differential device attached to the viscous coupling and the differential device, an intermittent means that connects and disconnects the viscous coupling and the differential device, and locks the differential of the differential device. The configuration includes a differential lock mechanism.

Further, in the above power transmission device, a switching means is provided which engages the differential case and the housing of the differential device to directly input torque to the differential device.

(Operation) When the viscous coupling and the differential device are connected by the disconnection means, the input torque is transmitted to the differential arrangement 1 full device via the viscous coupling,
Differentially distributed on the load side.

At this time, if the rotational difference between the housing and the hub member increases due to the input torque to the viscous coupling and the load on the differential device, this rotational difference is severely limited and a large torque is transmitted to the differential device. Further, as the rotation difference becomes smaller, this rotation difference is allowed to be larger and the transmitted torque becomes smaller.

When the viscous coupling and the differential device are brought into a disconnected state by the disconnection means, power transmission between the viscous coupling and the differential device is interrupted.

Furthermore, when the differential lock mechanism of the differential device operates, the differential of the differential device is locked.

Further, when the differential case and the housing of the differential device are engaged by the switching means, the I-lux is directly input to the differential device.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 1 shows a cross-sectional view of a power transmission device according to an embodiment of the present invention, with the upper half showing the device in a continuous state and the lower half showing a disconnected state. FIG. 2 shows the drive configuration of a four-wheel drive (4WD) vehicle using the device of this embodiment in the rear wheel drive system.

Note that in the following description, the left and right directions refer to the left and right directions in these drawings.

First, the power transmission of this vehicle will be explained with reference to FIG.

The driving force of the engine 1 is changed in speed by a transmission 3 and transmitted to a transfer 5. The transfer 5 transmits the transmitted driving force to the front differential 7 (differential device for front wheels), and also includes a direction conversion gear set and, for example, a built-in 2-/l switching mechanism (none of which is shown).
and is transmitted via the propeller shaft 9 to the viscous coupling portion of the power transmission device 11 of this embodiment. The front differential 7 transfers the transmitted driving force to the front axle 13.
．． 15 to the left and right front wheels 17 and 19.

Further, the power transmission device 11 transmits the transmitted driving force from the viscous coupling section to the differential device section (differential device for rear wheels, ie, rear differential), and the rear differential transmits the transmitted driving force via the rear axle 21.23. Differential distribution to left and right rear wheels 25.27. Note that the 2-4 switching mechanism is a mechanism that connects and disconnects the transmission of driving force to the rear wheels 25 and 27.

Next, referring to FIG. 1, a power transmission device 1 according to this embodiment will be explained.
The configuration of 1 will be explained.

The housing 29 consists of a housing body 31 and a side plate member 33, and the housing 29 is rotatably supported by a differential carrier that houses the power transmission device 11 via a bearing (none of which is shown). The housing 29 is provided with a flange portion 35, and this flange portion 3
A ring gear 17 (none of which is shown), which meshes with the drive pinion on the propeller shaft j to 19 side and constitutes a final reduction gear set, is attached to the propeller shaft 5 through a bolt hole 37. In this way, the housing 29 is rotationally driven by the driving force from the engine 1.

Inside the two housings, a shaft support 39 is formed in the side plate member 33, and a hub member 41 is rotatably supported on the shaft support 39. An annular working chamber 43 is formed between the hub member 41 and the housing body 31. This working chamber 43 is filled with a viscous fluid such as silicone oil.

In the working chamber 43, a spline 45 is provided on the inner periphery of the housing body 31, and a spline 47 is provided on the outer periphery of the hub member 41. A plurality of outer plates 49 are engaged with the spline 45 in the rotational direction. A plurality of inner plates 1 51 are rotationally engaged with the spline 47. These plates 49 and 51 are arranged alternately, and a spacer 53 is arranged between each outer plate 49 to keep them from each other. Maintain proper spacing.

Further, a ring 55 is arranged at the right end of the working chamber 43,
Spline 45 with spline 57 provided on its outer periphery
is engaged in. An X ring (a sill having an X-shaped cross section) 59 and a backup ring 61 are attached to the ring 55 between the hub member 41 and an O ring 63 between the ring 55 and the housing body 31. Further, an X ring 65 and a backup ring 67 are installed between the shaft support 39 and the hub member 41. In this way, the viscous coupling 69 is constructed.

Inside the housing 29, the viscous coupling 6
On the right side of 9 is a clutch ring 71 that corresponds to the differential case.
is arranged and supported by the housing 29 so as to be rotatable and movable in the axial direction.

Four axial grooves 75 are provided on the inner periphery of the clutch ring 71, and each end of a pinion shaft 77 arranged in a cross shape can move relative to each other in the axial direction. is engaged with. Therefore, the clutch ring 71 is rotatable together with the pinion shaft 77, and
It is movable in the axial direction relative to the housing 29 and vinyl A shafts 1 to 77. A binion gear i779 is rotatably supported at each end of the binion shaft 77, and side gears 81 are respectively mounted on the left and right sides of the binion A gear A779.
．． 83 is arranged coaxially and meshes with the pinion gear 79. A spherical washer 85 is interposed between the clutch ring 71 and pinion gear A779, and the housing body 31
A washer 1787 is interposed between the hub member 41 and the right side gear 83, and a washer 89 is interposed between the hub member 41 and the left side gear 1781. In this way, a differential device (V-differential) 91 is configured.

The left side gear A781 is spline connected to the left side connecting shaft which is connected to the left rear axle 21 through a joint, and the right side gear 4783 is spline connected to the right side connecting shaft which is connected to the right rear axle 23 through a joint. (Both joints and connecting shafts are not shown).

A spline 93 is provided on the outer periphery of the right end of the hub member 41, and a spline 95 that can be engaged with the spline 93 is provided on the inner periphery of the left end of the clutch ring 71. This clutch ring 71 and this clutch ring 71
splines 95 of the hub member 41 and splines 93 of the hub member 41
This constitutes a disconnecting means 96 that connects and disconnects the viscous 7J ring 69 and the differential device 91 (rear differential) between a connected state and a disconnected state.

Further, a gear 99 serving as a first locking portion is provided on the inner periphery of the right end portion of the housing 29. Roughly speaking, a gear 103 serving as a second locking portion is provided on the outer periphery of the right side gear 83 at the same pitch as the gear 99. Said gear 9
There is an appropriate gap between the inner peripheral surface of gear 9 and the outer peripheral surface of gear 103, and the axial width of gear 99 is wider than the axial width of gear 103. It protrudes toward the left side in Figure 1. On the other hand, the right end of the clutch ring 71 is provided with an engagement groove 10b as an engagement portion that can be engaged with the gears 99, 103. This clutch ring 71, the engagement groove 105 of the clutch ring 71, the nine gears on the housing 29 side, and the right side gear 8
A differential lock mechanism 107 that locks the differential of the differential device 91 is configured with the gear 103 on the third side.

Further, the differential arrangement 1 full device 91 is connected to the housing 29 by the clutch ring 71, the engagement groove 105J5 of the clutch ring 71, and the gear 99 on the housing 29 side, and the differential arrangement @ Switching means 109 for directly transmitting driving force to 91
is configured.

A plurality of long windows 111 in the axial direction are provided on the outer periphery of the housing body 31 of the housing 29 at equal circumferential locations. Further, a slide ring 113 is fitted into the outer peripheral portion of the housing body 31 so as to be movable in the axial direction. A plurality of arms 115 are integrally provided on this slide ring 113, and these arms 115 penetrate through the elongated hole 111 and engage with the clutch ring 71. Also, slide ring 11
A fork (not shown) is engaged in a groove 119 formed on the outer periphery of 3 so as to be slidable in the rotational direction. The fork, the slide ring 113J5J, and the arm 115 constitute a moving means 121 for the clutch ring 71.

When the clutch ring 71 is moved to the left by operating the fork, the splines 93 and 95 engage with each other as shown in the upper half of FIG. 1 and FIG.
1 and the clutch ring 71 are connected.

Further, if the clutch ring 71 is moved to the right by operating the fork, the connection between the splines 93 and the splines 95 is released as shown in the lower half of FIG. 1 and FIG. 6, and the hub member 41 and the clutch The connection of ring 71 is released.

When the clutch ring 71 is further moved to the right by operating the fork, the engagement groove 105 and the gear 99 engage with each other as shown in FIG.
are connected.

Roughly speaking, if the clutch ring 71 is moved to the right end side by operating the fork, the engagement groove 10 will move as shown in FIG.
5 engages with gear 99 and gear 103, and housing 2
9 is connected to the clutch ring 71 and right side gear N783.

The fork can be operated manually from the driver's seat, or automatically depending on the steering angle, acceleration force, braking force, etc.

Next, the functions of this embodiment will be explained.

Clutch ring 7 as shown in the upper half of Figure 1 and Figure 5.
1 and the hub member 41 are connected, the driving force of the engine 1 is transmitted via the viscous coupling 69 to the V-differential 91.
is transmitted to. At this time, Bisnokosu coupling 69
When a large rotational difference occurs between the housing 29 and the hub member 41 due to the balance between the driving force input to the housing 29 and the driving resistance on the rear wheel 25, 27 side, this rotational difference becomes large due to the shear resistance of the silicone oil. At the same time, a large driving force is transmitted to the rear wheels 25 and 27. Also, if the rotation difference is small, this rotation difference can be tolerated largely,
The torque transmitted to the rear wheels 25,27 becomes smaller.

Clutch ring 7 as shown in the lower half of Figure 1 and Figure 6.
1 and the hub member 1 are disconnected, power transmission between the viscous coupling 69 and the A7 differential 91 is cut off, and the rear wheels 25 and 27 are placed in a free rotation state.

As shown in FIG. 7, the clutch ring 71 and the hub member 41 are in a disconnected state, and the clutch ring 71 and the housing 29 are
When maintained in a continuous state, the driving force of the engine 1 is transmitted to the rear differential 91 via the housing 29. rear differential 91
differentially distributes the transmitted drive horn to the left and right rear wheels 25.27 via the rear axle 21.23.

As shown in FIG. 8, the clutch ring 71 and the hub member 41 are in a disconnected state, and the clutch ring 71 and the housing 29 are
When the right side gear 83 is in the connected state, the housing 29 and the right side gear 83 are integrated and the differential lock mechanism 107 operates to lock the differential function, resulting in almost direct torque transmission from the engine 1. This makes it possible to quickly escape when driving on the road.

Finally, the functions of the vehicle shown in FIG. 2 will be explained.

The viscous coupling 69 is connected to A by the operation of the
When 7 differential 91 is connected, the vehicle becomes full-time 4WD.
It has a drive configuration equivalent to that of a car. In this drive configuration, the front wheels 17 and 19 are directly driven, and the rear wheels 25 and 27 are driven via the viscous coupling 69. Therefore, the economy of the vehicle, the ability to escape from rough roads, maneuverability, running stability, etc. are improved. In other words, when driving on a good road without much acceleration or braking, the rotation difference between the front wheels 17.19 and the rear wheels 25.27, that is, the rotation difference between the input and output of the viscous coupling 69, is small. fortune. Therefore, since the driving force transmitted to the rear wheels is small, the vehicle is essentially a front engine/front drive (FF).
The vehicle travels with a distribution of driving force similar to that of a two-wheel drive (2WD) vehicle.

When the front wheel 17.19 side slips, the difference in rotation between the six viscous couplings increases, causing the rear wheel 25
．． A large driving force is sent to the 27 side, allowing smooth running.

Further, since the difference in rotation between the front and rear wheels when making a sudden turn at low speed, such as when parking the vehicle, is absorbed by the viscous coupling 69, the turning can be carried out smoothly and the tight corner braking phenomenon can be prevented.

When the viscous coupling 69 is disconnected from the 1-node differential 91, the vehicle enters a complete 2WD driving state, and performance equivalent to that of a FF vehicle is obtained.

When the 2-4 switching mechanism of the transfer 5 is automatically or manually switched to the 2WD side after this 2WD driving state, the rear wheel
5. Propeller shaft that constitutes the drive system of 279. The final reduction gear set, the viscous coupling 69, stops rotating. Therefore, unnecessary rotation of these parts causes wear and noise of each part.

It prevents vibrations and decreases in fuel efficiency, and provides the same effect as a freehub clutch.

Furthermore, when the viscous coupling 69 and the rear differential 91 are disengaged and the rear differential 91 and the housing 29 are coupled, a drive configuration for a rigid 4WD vehicle is obtained. In this drive configuration, the front wheel 17.19 side and the rear wheel 25
．． Both the 27 sides are driven directly.

Roughly speaking, when the differential 91 is connected to the differential lock mechanism 107, the differential function between the left and right rear wheels 25 and 27 is locked. When a slip condition occurs, the differential rotation between the left and right rear wheels 25.27 will increase if they are not locked, making it impossible to get out of muddy ground, etc. At this time, the A7 differential 91 should be set to the differential lock mechanism 107. When connected, the differential function between the left and right rear wheels 25°27 is locked, and the engine 1
A substantially direct driving force is transmitted to the left and right rear wheels 25 and 27, making it possible to escape from muddy ground or the like.

The power transmission device 11 according to this embodiment has a viscous coupling 69 and a differential arrangement 1 full device 91 that are integrally assembled. Therefore, it is possible to suppress an increase in the moment of inertia of the propeller shaft 9, etc., and to prevent vibrations.In addition, the propeller shaft 9 is not separated, and the support part is not specially placed on the propeller shaft 9. There is no need to provide it.

Further, in this embodiment, since the viscous coupling 69 and the differential device 91 are arranged in the axial direction,
The hub member 41 has a smaller diameter than the clutch ring 71, and the device 11 has become smaller in the radial direction. Therefore, when used in a dynamic horn transmission system of a vehicle, it is advantageous because the minimum ground clearance can be increased.

Further, due to the smaller diameter of the viscous coupling 69, the relative rotational speed between the housing 29 and the hub member 41 becomes smaller, and the viscous coupling 69, especially the X ring 59.
5's lifespan will be extended.

Further, in this embodiment, since the switching means 109 for transmitting the driving force to the differential device 91 without going through the viscous coupling 69 is provided in the device 11, a drive configuration for a rigid 4WD vehicle can be obtained. Therefore, even if a failure occurs in the viscous coupling 69, the 4WD
It is possible to drive the vehicle.

Further, in this embodiment, a differential lock mechanism 107 that locks the differential function of the differential gear r191 is provided in the device 11.
Because it has been installed, the ability to escape from rough roads is improved.

[Effects of the Invention] As is clear from the above description, the power transmission device of the present invention can suppress vibrations and improve rigidity in one lift of the propeller. It also eliminates the need for special support. Furthermore, a differential lock mechanism is placed inside the device, which improves the ability to escape from rough roads.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a power transmission device according to an embodiment of the present invention, FIG. 2 is a schematic diagram showing power transmission of a vehicle using the power transmission device of FIG. 1, and FIG. ■-■ sectional view taken along the line; Figure 4 is a sectional view taken along the ■IV line in Figure 1; Figures 5, 6, 7, and 8 are functions of the power transmission device shown in Figure 1. It is an explanatory diagram. Two... Housing 69... Viscous coupling 71... Clutch ring (differential case) 83...
Side gear 91...Differential arrangement sill assembly 96...Intermittent means 107...Differential lock mechanism 101...Switching means

Claims (2)

[Claims] (1) A housing that inputs torque, a viscous coupling installed in the housing that transmits torque via viscous fluid, a differential device that is integrally assembled with the housing, and these viscous couplings and the differential device. What is claimed is: 1. A power transmission device comprising: an intermittent means for intermittent connection between a connected state and a disconnected state; and a differential lock mechanism for locking the differential of the differential device. (2) The power transmission device according to claim 1, further comprising a switching means for engaging the differential case and the housing of the differential device to directly input torque to the differential device.