JPH029210B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a drive coupling device for driving front wheels and rear wheels with the same engine.

[Conventional technology] A four-wheel drive system in which the front and rear wheels are driven by the same engine.
In wheel drive (4WD) vehicles, there is a slight difference in the effective radius of the front and rear tires, and the difference in the rolling path of the wheels during cornering can cause tires to slip and excessive force to be applied to the drive system. Therefore, it is necessary to provide a means to prevent this.

For this reason, conventionally, in full-time four-wheel drive vehicles, even if there is a difference in rotational speed between the first rotating shaft that transmits driving force to the front wheels and the second rotating shaft that transmits driving force to the rear wheels, the drive A differential device called a center differential is used to transmit power, which is disadvantageous compared to part-time 4-wheel drive vehicles in terms of weight, size, and cost. There are cases where four-wheel drive cannot be achieved when a drive is required, and the device becomes even more complex, such as requiring a deflock mechanism.

On the other hand, many part-time 4-wheel drive vehicles do not have a center differential, and if there are problems with 4-wheel drive such as tight corner braking caused by cornering, the driver must operate 2-wheel drive. However, there is a drawback that the driving operation is complicated.

Therefore, a four-wheel drive drive coupling device may be considered that includes a hydraulic coupling mechanism that can mutually transmit driving force between the first rotation shaft and the second rotation shaft.

[Problem that the invention seeks to solve]

However, when a vane pump is used as a differential pump in such a hydraulic coupling mechanism, the vanes of the vane pump are fitted to the rotor so that they can be protruded by the centrifugal force generated by the rotation of the rotor.
When the rotor is stopped, the vanes on the top of the rotor do not make sufficient sliding contact with the inner peripheral surface of the casing.
Such a hydraulic coupling mechanism has a problem in that sufficient driving force cannot be transmitted when the vehicle starts or rotates at low speed.

If a check valve mechanism a is arranged in the hydraulic circuit of such a differential pump type coupling mechanism so that its cylindrical portion b is parallel to the rotating shaft CL, as shown in FIG. Since the hydraulic circuit rotates as the rotating shaft rotates, centrifugal force F acts on the spherical ball valve element, and the check valve becomes open.

This open check valve is kept open by the centrifugal force F, so when switching between open and close,
There is a problem in that the check valve cannot be immediately closed.

In particular, when the differential pump type coupling mechanism is rotating at high speed, that is, at high vehicle speeds, the centrifugal force F becomes larger, making it even more difficult to close.

The present invention aims to solve these problems, and provides a four-wheel drive drive coupling device that can improve the closing characteristics of a check valve mechanism in a hydraulic circuit of a differential pump type coupling mechanism. The purpose is to provide

[Means for solving problems]

Therefore, the four-wheel drive drive coupling device of the present invention includes a first rotating shaft that transmits driving force to the front wheels of the vehicle, a second rotating shaft that transmits driving force to the rear wheels, and the first rotating shaft that transmits driving force to the rear wheels of the vehicle. A hydraulic coupling mechanism is provided between the rotating shaft of the first rotary shaft and the second rotating shaft to mutually transmit driving force, and the hydraulic coupling mechanism is configured as a differential pump type coupling mechanism, A check valve mechanism is provided in the hydraulic circuit of the coupling mechanism, and the check valve mechanism has a large diameter cylindrical hole, a small diameter cylindrical hole, and a conical surface serving as a valve seat that connects these large diameter cylindrical holes and the small diameter cylindrical hole. , a ball valve body having a specific gravity greater than the specific gravity of the hydraulic oil, and the large diameter cylindrical hole;
The extension line on the large diameter cylindrical hole side of the same center line of the small diameter cylindrical hole and the conical surface is the first and second
The conical surface is arranged so as to be inclined to approach the center line of rotation of the first and second rotating shafts, and the conical surface moves the ball valve body into the large diameter cylindrical hole by centrifugal force caused by the rotation of the first and second rotating shafts. It is characterized by being formed into a conical surface that does not move in any direction.

[Effect]

With the above configuration, the centrifugal force generated by the rotation of the first and second rotating shafts acts as a force for closing the check valve mechanism.

〔Example〕

Hereinafter, embodiments of the present invention will be explained with reference to the drawings. Figures 1 to 5 show a four-wheel drive drive coupling device as an embodiment of the present invention, and Figure 1 is a sectional view of the main part thereof, and Figure 2 3 is a cross-sectional view of the device, FIG. 4 is a longitudinal sectional view of the device, and FIG. 5 is a schematic diagram illustrating its operation.

As shown in FIG. 2, a transmission 2 is connected to an engine 1 placed horizontally, and driving force is taken out from a drive gear 4 attached to an output shaft 3 of the engine 1, and the driving force is transmitted to both ends of the engine via an idle gear 5. 6, 7 is transmitted to an intermediate transmission shaft 8.

Then, the driving force is transmitted from one gear 7 of this intermediate transmission shaft 8 to the differential device 10 for the front wheels 9 to drive the front wheels 9, while the driving force transmitted to the front wheels 9 is directly transmitted to the first rotation. The power is transmitted to the shaft 11 via the gear 12, and further to the four-wheel drive drive coupling device main body 13, which serves as a differential pump type coupling mechanism.

The driving force that has passed through the four-wheel drive drive coupling device main body 13 is transmitted to the second rotating shaft 14, and is transmitted to the rear via bevel gear mechanisms 15, 15' that change the direction of rotation. The driving force is transmitted to the differential device 17 for the wheels 16 to drive the rear wheels 16.

As shown in FIGS. 3 and 4, this four-wheel drive drive coupling device main body 13 is composed of a vane pump VP as a hydraulic pump (hydraulic coupling mechanism) and a hydraulic circuit 21 attached thereto. The rotor 19 of the VP is connected to the first rotating shaft 11 that transmits the driving force to the front wheels 9, and the cam ring part 20a and the plate 20c that constitute the casing 20 are connected to the second rotary shaft 11 that transmits the driving force to the rear wheels 16. It is connected to a rotating shaft 14 of.

This vane pump VP as a hydraulic pump has
A large number (eight holes in this case) of holes 19b are formed at equal intervals in the circumferential direction on the outer peripheral surface 19a of the rotor 19. A vane 18 that can be slidably contacted with 20d is fitted.

Further, the vane pump VP discharges an amount of oil proportional to its rotation speed, and there is a relative rotation between the rotor 19 and the cam ring part 20a, that is,
When relative rotation occurs between the first rotating shaft 11 and the second rotating shaft 14, it functions as a hydraulic pump and generates hydraulic pressure.

By blocking the discharge ports of the vane pump VP (corresponding to the suction and discharge ports 22 to 25 at the tip of the vane 18 in the relative rotational direction with respect to the casing 20), the rotor 19 and the cam ring portion 20a are connected to each other by the static pressure through the oil. It becomes like a rigid body and rotates as one.

Therefore, two pump chambers 36 and 37 are formed at diagonal positions between the cam ring part 20a and the rotor 19, and when it is located on the base end side in the rotational direction, it becomes a suction port, and when it is located on the distal end side, it becomes a discharge port. Four suction/discharge ports 22 to 25 serving as outlets are formed at substantially diagonal positions, and the diagonally positioned suction/discharge ports 22, 24 and suction/discharge ports 23, 25, each having the same function, are connected to the cam ring. The first oil passage 2 is connected to the first oil passage 2 through a mechanism that allows oil to flow to the stationary side even when the portion 20a is rotating.
6 and a second oil passage 27.

Moreover, between the first oil passage 26 and the second oil passage 27,
The oil reservoir 30 is communicated with each other through the check valves 28, 29, 29', and only the flow from the oil reservoir 30 to each oil passage 26, 27 is allowed, and the first oil passage 26 and the second oil passage Two opposing check valves 31, 32 that allow only outflow between
Both oil passages 26 and 27 communicate with each other via an oil passage 40, and an intermediate portion between the two check valves 31 and 32 communicates with a relief valve 33 via an oil passage 40.

Through the middle part of the relief valve 33 on the spring 34 side, there is a connection between the oil reservoir 30 and the check valve 29' and the two check valves 28 and 29.
A communication path 35 is provided.

The check valves 28, 29, 31, and 32 are configured as a check valve mechanism CM, and as shown in FIG. It is composed of a large-diameter cylindrical hole 42 on the side, a small-diameter cylindrical hole 43 on the outflow side, and a conical surface 44 as a valve seat that connects these large-diameter cylindrical holes 42 and the small-diameter cylindrical hole 43. , small diameter cylindrical hole 43 and conical surface 44
The center line _C1 is the first line on the extension of the large diameter cylindrical hole 42 side.
It is configured to intersect with the rotational center line CL of the rotational shaft 11 and the second rotational shaft 14.

Note that even if this center line C ₁ does not intersect with the rotation center line CL and these center lines C ₁ and CL have a twisted relationship, the extension line of the center line C ₁ on the large diameter cylindrical hole 42 side is The conical surface 44 is arranged to be inclined to approach the rotation center line CL, and is formed into a conical surface that prevents the ball valve body 41 from moving toward the large diameter cylindrical hole 42 due to centrifugal force caused by rotation around the rotation center line CL. In this case as well, the effects described below can be obtained.

And the intersection angle α between the center line C ₁ and the rotation center line CL
is the difference (α−γ) between the cone angle (1/2) and the angle γ
is set to be less than 20°.

In addition, a first oil passage 26 connected to the suction discharge port 24
A communication oil passage 38 is provided which communicates the oil passage 27 connected to the suction/discharge port 23, and an orifice 39 is interposed in this communication oil passage 38. This orifice 39 is configured, for example, as a centrifugal orifice mechanism, and when the rotating shafts 11 and 14 rotate at high speeds, the orifice diameter becomes small, and when the rotating shafts 11 and 14 rotate at low speeds, the orifice diameter becomes small.
Constructed with a mechanism that increases the orifice diameter.

With such a hydraulic circuit 21, the discharge pressure always acts on the valve body of the relief valve 33, regardless of the relative rotation direction between the rotor 19 and the cam ring portion 20a, and the oil reservoir 30 communicates with the suction port. become.

In addition, the reference numeral 45 in FIG. 4 is a bearing, and 46
Case (transmission case, etc.), 47
indicates a suction port, and 48 indicates a bolt.

Since the four-wheel drive drive coupling device of the present invention is constructed as described above, when the vehicle is normally traveling straight, the effective radius of the tires of the front wheels 9 and the rear wheels 16 are the same, and the slip rotation speed of the tires is the same. Since the rotational speed is small, no difference in rotational speed occurs between the first rotating shaft 11 and the second rotating shaft 14 connected to the four-wheel drive drive coupling device main body 13.

Therefore, the vane pump VP does not generate hydraulic pressure, the driving force is not transmitted to the rear wheels 16, and the front wheels 9
Front-wheel drive only.

However, in a situation where the front wheels 9 normally slip within about 1% even if there is no large slip, such as when the vehicle is accelerating straight ahead, the rotational speed difference due to this is the first.
When the rotational speed difference is generated between the rotational shaft 11 and the second rotational shaft 14, the vane pump VP functions to generate oil pressure corresponding to this rotational speed difference, and the rotor 19 and the cam ring part 20a rotate as one. A driving force corresponding to this oil pressure and the pressure-receiving area of the vane is transmitted to the rear wheels 16, resulting in a four-wheel drive state.

In this case, the oil flow in the vane pump VP is caused by the relative rotation of the rotor 19 (see symbol A in FIG. 3), and the suction and discharge ports 22, 24
serves as a suction port and oil is sucked in from the oil reservoir 30 via the check valve 28, while the suction and discharge port 2
3 and 25 serve as discharge ports and check valves 29 and 31
At the same time as the valve is closed, oil is introduced to the relief valve 33 via the check valve 32 and the oil passage 40.

In addition, in FIG. 3, solid line arrows indicate the flow of discharged oil, and broken line arrows indicate the flow of suction oil.

Then, as the rotational speed of the first rotating shaft 11 and the second rotating shaft 14 increases and the centrifugal force that the vane 18 receives increases, the tip portion (outer diameter end portion) of the vane 18 is moved toward the cam ring portion. 20a, and the vane 18 touches the inner peripheral surface 2 of the cam ring part 20a.
The state of sliding in close contact with 0d is maintained.

Note that a vane biasing mechanism that presses the base end (inner diameter end) of the vane 18 may be provided as appropriate. In this case, when the vehicle stops, the first rotation shaft 11 and the second rotation shaft 14 Even when the vanes 18 do not rotate, the vanes 18 are always urged in the protruding direction, so the connection function of the vane pump VP is maintained at a sufficiently high level.

Next, when the rotational speed of the front wheels 9 becomes much higher than the rotational speed of the rear wheels 16, for example, when the front wheels slip on a snowy road, or when the rear wheels tend to lock up during sudden acceleration or braking, , a first rotating shaft 11 connected to the four-wheel drive drive coupling device main body 13
The rotational speed difference between the rotational speed and the second rotating shaft 14 becomes very large.

As a result, in the vane pump VP, the oil flow shown in Figure 3 occurs and a large hydraulic pressure is generated, but when a predetermined value is exceeded, the relief valve 33 opens against the spring 34 and the discharge pressure becomes almost constant. A four-wheel drive state is established in which a constant driving force corresponding to a constant discharge pressure is transmitted to the rear wheels 16.

Then, as the rotational speed of the front wheels 9 decreases, the rotational speed of the rear wheels 16 increases, reducing the rotational speed difference (same function as a non-slip differential).
I come to do it.

In this way, when the front wheel 9 is in a slip state, the rear wheel 1
In addition, when the rear wheels 16 tend to lock up, the brake torque of the front wheels 9 is increased to prevent the rear wheels 16 from locking up.

On the other hand, if the rotational speed of the rear wheels 16 becomes very large compared to the rotational speed of the front wheels 9, for example, if the brakes of the front wheels 9 tend to lock up, the first A very large rotational speed difference occurs between the rotating shaft 11 and the second rotating shaft 14 in the opposite direction to that described above.

As a result, in the vane pump VP, an oil flow occurs in the opposite direction to the oil flow shown in FIG. 3, the suction and discharge ports 23 and 25 become suction ports, and the check valve
Oil is sucked in from the oil reservoir 30 through the oil reservoir 30 through the oil reservoir 30 through the oil passages 9 and 29', while the suction and discharge ports 22 and 24 serve as discharge ports, pass through the first oil passage 26, close the check valves 28 and 32, and then flow from the check valve 31 to the relief valve. A large oil pressure guided to the rear wheels 16 is applied, but this oil pressure is also held constant by the relief valve 33, and a constant driving force is transmitted to the rear wheels 16, resulting in a four-wheel drive state.

Then, the brake torque to the rear wheels 16 is increased to prevent the front wheels 9 from locking.

That is _, in the check valve mechanism CM, as _shown in FIG. , conical surface 44 on the outer diameter side
When the perpendicular l is applied to the right in FIG. 5, the check valve mechanism CM is closed, and when it is applied to the left, the check valve mechanism CM is opened.

Here, the resultant force F is to the right in Fig. 5 from the perpendicular l.
Therefore, the transition from the open (OP) state to the closed (CL) state of the check valve mechanism CM is caused by the check valve 2
8, 32, when the hydraulic oil supplied to the large diameter cylindrical hole 42 stops, the spherical ball valve body 41
Since the specific gravity of the hydraulic oil is greater than that of the hydraulic oil, the spherical ball valve body 41 immediately moves to the conical surface 44 due to the centrifugal force F.
The check valves 28, 32 are quickly closed.

As a result, the oil pressure in the first oil passage 26 immediately rises to the discharge pressure from the suction and discharge ports 22 and 24.

Note that since the spherical ball valve body 41 is made of a material with a specific gravity greater than the specific gravity of the hydraulic oil, it sinks in the direction of gravity of the large diameter cylindrical hole 42 when the rotation of the vane pump VP is stopped.

Furthermore, during normal cornering, the rotational speed of the front wheels 9 is slightly higher than the rotational speed of the rear wheels 16, resulting in a four-wheel drive state in which brake torque is applied to the front wheels 9 and drive torque is applied to the rear wheels 16. A turning run is made.

In this way, the four-wheel drive drive coupling device main body 13
By controlling the discharge pressure using the relief valve 33 so that it does not exceed a certain value, conventional part-time 4-wheel drive vehicles that require operation by the driver when 4-wheel drive is required can be removed. , automatically 4
Switching between wheel drive and two-wheel drive is performed, and a four-wheel drive state is obtained with a driving force according to the rotational speed difference between the front wheels 9 and the rear wheels 16.

Furthermore, compared to a center differential that is always installed in conventional full-time four-wheel drive vehicles, this device can be made smaller and more compact, as well as reducing weight and cost.

By the way, when running at low speed, the orifice diameter of the orifice 39 becomes larger and the amount of oil flowing through the communication oil passage 38 increases, so when a sharp turn is made, the discharge pressure becomes low and the driving force transmission efficiency decreases. .

That is, when the rotational speed difference between the front wheels 9 and the rear wheels 16 is smaller than the permissible rotational speed difference between the front and rear wheels, it is possible to reliably avoid the braking phenomenon during sharp turns.

On the other hand, when the vehicle is running at high speed, the orifice diameter of the orifice 39 becomes smaller, and the amount of oil flowing through the communication oil passage 38 decreases, so that the discharge pressure becomes higher and the driving force transmission efficiency increases.

That is, if the rotational speed difference between the front wheels 9 and the rear wheels 16 is larger than the allowable rotational speed difference between the front and rear wheels, the rotational speed difference between the front wheels 9 and the rear wheels 16 is not allowed, and the four-wheel drive This improves straight-line stability.

In this way, when turning at high speed, the turning radius is large, so the braking phenomenon is negligible.
Steering stability is ensured by four-wheel drive.

Furthermore, as a hydraulic pump for the four-wheel drive drive coupling device main body 13, in addition to a balanced vane pump with four suction and discharge ports, depending on the amount of driving force transmitted, an unbalanced vane pump with two suction and discharge ports may be used. may also be used.

According to the embodiments of the present invention, the following effects and advantages can be obtained.

(1) Since differential rotation between the front and rear wheels is allowed, problems such as tight corner braking of part-time four-wheel drive vehicles and the complexity of driving operations can be eliminated.

(2) Since force is transmitted between the first rotating shaft and the second rotating shaft from the one rotating faster to the one rotating slower, it is possible for one of the front or rear wheels to over-rotate. This can reliably prevent wheel spin and contribute to vehicle safety.

(3) Compared to the center differential conventionally equipped on full-time four-wheel drive vehicles, it can be made smaller and lighter, and can also contribute to lower costs.

〔Effect of the invention〕

As described in detail above, according to the four-wheel drive drive coupling device of the present invention, the first rotating shaft transmits the driving force to the front wheels of the vehicle, and the second rotary shaft transmits the driving force to the rear wheels of the vehicle.
a rotating shaft, and a hydraulic coupling mechanism interposed between the first rotating shaft and the second rotating shaft to mutually transmit driving force, and the hydraulic coupling mechanism has a differential drive. It is configured as a pump-type coupling mechanism, and a check valve mechanism is provided in the hydraulic circuit of the coupling mechanism, and the check valve mechanism connects a large diameter cylindrical hole, a small diameter cylindrical hole, and the large diameter cylindrical hole and the small diameter cylindrical hole. and a ball valve body having a specific gravity greater than the specific gravity of the hydraulic fluid. The extension line on the cylindrical hole side is arranged to be inclined so as to approach the rotation center line of the first and second rotation shafts, and the conical surface
The ball valve body is formed into a conical surface that does not move toward the large diameter cylindrical hole due to the centrifugal force generated by the rotation of the second rotating shaft. It has the advantage of being able to quickly shift to , and the discharge pressure from the differential pump can be immediately increased even if the relative rotation direction of the first rotating shaft and the second rotating shaft is reversed. Can be done.

[Brief explanation of drawings]

1 to 5 show a four-wheel drive drive coupling device as an embodiment of the present invention. FIG. 1 is a cross-sectional view of the main parts thereof, FIG. 3 is a cross-sectional view of this device, FIG. 4 is a vertical sectional view of this device, FIG. 5 is a schematic diagram explaining its operation, and FIG. 6 is a schematic diagram showing the operation of a conventional check valve mechanism. It is. 1... Horizontal engine, 2... Transmission, 3... Output shaft, 4... Drive gear, 5... Idle gear, 6, 7... Gear, 8... Intermediate transmission shaft, 9...
Front wheel, 10... Differential device, 11... First rotating shaft, 12... Gear, 13... Four-wheel drive drive coupling device main body as a differential pump type coupling mechanism, 14...
...Second rotating shaft, 15, 15'...Bevel gear mechanism, 16...Rear wheel, 17...Differential gear, 18...
Vane, 19...Rotor, 19a...Outer peripheral surface, 1
9b...hole, 20...casing, 20a...
Cam ring part, 20b...Plate, 20c...
Plate, 20d...Inner peripheral surface, 21...Hydraulic circuit, 22-25...Suction/discharge port, 26...First oil passage, 27...Second oil passage, 28, 29, 29'...
Check valve, 30... Oil reservoir, 31, 32...
Check valve, 33... Relief valve, 34... Spring, 35... Communication path, 36, 37... Pump chamber, 38... Communication oil path, 39... Orifice, 4
0... Oil path, 41... Spherical ball valve body, 42...
Large diameter cylindrical hole, 43...Small diameter cylindrical hole, 44...Conical surface as valve seat, 45...Bearing, 46...
Case, 47... Suction port, 48... Bolt, C ₁
...center line, CL...rotation center line, CM...check valve mechanism, VP...vane pump.

Claims (1)

[Claims] 1. A first rotating shaft that transmits driving force to the front wheels of the vehicle, a second rotating shaft that transmits driving force to the rear wheels, and an intervening shaft between the first rotating shaft and the second rotating shaft. The hydraulic coupling mechanism is configured as a differential pump type coupling mechanism, and a check valve mechanism is provided in the hydraulic circuit of the coupling mechanism. , the check valve mechanism includes a large-diameter cylindrical hole, a small-diameter cylindrical hole, a conical surface serving as a valve seat connecting these large-diameter cylindrical holes and the small-diameter cylindrical hole, and a ball valve body having a specific gravity greater than the specific gravity of the hydraulic oil. and such that an extension line on the large diameter cylindrical hole side of the same center line of the large diameter cylindrical hole, small diameter cylindrical hole, and conical surface approaches the rotation center line of the first and second rotation shafts. and the conical surface is formed to prevent the ball valve body from moving toward the large diameter cylindrical hole due to centrifugal force caused by rotation of the first and second rotating shafts. A drive coupling device for four-wheel drive, characterized in that: