JPH03287419A - Power transmission - Google Patents

Abstract

PURPOSE:To support an actuator without requiring any change on the body side by using a part for supporting an actuator on the fixed side of a body in common as a part for supporting an axle on the fixed side of the body. CONSTITUTION:A housing 25 (transmission member) is disposed in the relatively rotatable state outside a right front axle 11 (transmission member). When a connecting part 55 is in the connected state, the rotational difference generated between the housing 25 and axle 11 is restricted between plates 47, 49 to limit the differential transmission of a front differential gear. A viscous clutch 59 is thus formed. On the right side of the housing 25, a cylinder member 61 is disposed coaxially and supported on the vehicle body side (fixed side) through a supporting part 63, and the axle 11 is supported at the supporting part 63 through a bearing 65. A piston 71 is further engage with the cylinder member 61, and the engaged parts thereof are held liquid-tightly by O-rings 73, 75. A hydraulic actuator 77 is thus formed.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to a power transmission device that transmits torque via a clutch.

(Prior Art) FIG. 3 shows a power system of a front wheel drive vehicle (see, for example, Japanese Patent Laid-Open No. 186051/1983).

In this power system, the rotation of the engine 201 is changed by the transmission 203, and the constant velocity joints 207, 209 are controlled by the front differential 2°5 (differential device on the front wheel side).
The left and right front wheels 211 and 213 are driven through the motor. A viscous coupling 221 is arranged between the right front axle 217 connected to the right side gear 215 of the front differential 205 and the differential case 219, and limits the differential movement of the front differential 205.

(Problem to be Solved by the Invention) By the way, if the viscous coupling 221 is provided with a torque transmission adjustment part and this adjustment part is adjusted by an actuator, a special A place must be established. For this reason, not only will the changes to the vehicle body become larger, but the installation work will also increase.

Therefore, an object of the present invention is to provide a power transmission device that can support an actuator without requiring changes to the vehicle body.

[Structure of the Invention] (Means for Solving the Problems) A power transmission device of the present invention includes a pair of transmission members arranged to be relatively rotatable, a clutch connecting these members, and a clutch supported on a fixed side of a vehicle body. The present invention is also characterized in that it includes an actuator that adjusts the transmission torque of the clutch, and an axle connected to the one transmission member that is supported by a bearing disposed between the actuator and the axle.

(Operation) Rotation of one transmission member rotates the other transmission member via the clutch. The transmission torque of the clutch is adjusted by an actuator.

Since the axle connected to one of the transmission members is supported on the fixed side via the bearing and the actuator, there is a part that supports the actuator on the fixed side of the vehicle body and a part that supports the axle on the fixed side of the vehicle body. It can be shared.

(Example) An example will be explained with reference to FIG. 1 and FIG. 2. FIG. 2 shows the power system of a two-wheel drive vehicle using this embodiment. Hereinafter, the left and right directions of the vehicle refer to the left and right directions in these drawings, and members and the like that are not numbered are not shown.

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

This power system includes an engine 1, a transmission 3, a front differential 5, a power transmission device 7 in this embodiment, and a front axle 9.
, 11, constant velocity joints 13, 15, left and right front wheels 17.19,
It is composed of left and right rear wheels 21, 23, etc.

Next, the configuration of the power transmission device 7 will be explained with reference to FIG.

The housing 25 (transmission member) is arranged outside the right front axle 11 (transmission member) so as to be relatively rotatable. The housing 25 is connected to a differential case 29 of the front differential 5 by a connecting portion 27 at the left end, and the differential case 29 and the housing 25 are supported by a transaxle case 33 by a bearing 31. Further, the front axle 11 is spline connected to the right sight gear 35 of the front differential 5.

A control sleeve 37 is inserted from the right side between the inner circumference of the housing 25 and the outer circumference of the axle 11 so as to be freely movable in the axial direction. A working chamber 39 is formed between these members 11, 25, 37, and is filled with high viscosity silicone oil. No. 1 Ujifugu 25, axle 11 and sleeve 37
X-rings 41 and 43 (seals with an X-shaped cross section) are arranged between the axle 11 and the sleeve 37, respectively, and an O-ring 45 is arranged between the axle 11 and the sleeve 37 to keep the three working chambers liquid-tight. It is kept in

As shown enlarged in FIG. 1(b), this working chamber 39
Inside, inner and outer plates 47,49 are axially alternated. The outer plate 4.7 is the housing 2
It is spline connected to the inner periphery of 5 so as to be movable in the axial direction. Rings 51 are arranged alternately with the plates 49 on the inner edge side of the inner plate 49, and the rings 51 are spline-connected to the outer periphery of the hub 23 so as to be movable in the axial direction.

On the left side of the leftmost ring 51 is a pressure receiving ring 53 that connects the car 111.
It is attached to 111. Further, the right end ring 5'1 faces the left end of the control sleeve 37. The plate 49 and the ring 51 are pressed together with the pressure receiving ring 53 by the sleeve 37 and are fastened together. In this way, a connecting portion 55 that connects the four plates and the axle 11 is configured. Note that the sleeve 37 is connected to the axle 11 by a spline portion 57 so that it cannot rotate relative to the axle 11, and is connected to the O-ring 45 and the axle 11.
This prevents wear between the hub 25 and the hub 25.

When the connecting portion 55 is in the connected state, the rotational difference generated between the housing 25 and the axle 11 is limited between the plates 47 and 49 by the shear resistance of the silicone oil, and therefore the differential movement of the front differential 5 is limited. At this time, the differential limiting force increases as the rotation difference increases, and decreases as the rotation difference decreases. By adjusting the connecting force of the connecting portion 55, the magnitude of the differential limiting force can be changed for the same rotational difference. That is, when the connecting portion 55 is locked, the rotational difference between the plates 47 and 49 becomes equal to the rotational difference between the housing 25 and the axle 11, and the differential limiting force becomes maximum. When the sliding of the connecting portion 55 is increased, the differential limiting force becomes smaller, and when the connecting portion 55 is released, the differential limiting force substantially disappears. In this way, the differential limiting force can be adjusted and the differential limiting function can be stopped.

In this way, a viscous clutch 59 (clutch) that connects the housing 25 and the axle 11 is configured.

A ring-shaped cylinder member 61 is located on the right side of the housing 25.
are arranged coaxially and connected to the vehicle body side (
fixed side). This support portion 63 supports the axle 11 via a bearing 65. The axle 11 is connected to a constant velocity joint 15, and a seal 67 is disposed between the support portion 63 and the axle 11. 69 is a seal.

In this way, the axle 11 is attached to the housing 25 by the support part 63.
Since it is supported by the vehicle body at a location close to the vehicle body, there is less vibration, noise, and decrease in durability, unlike conventional examples in which it is supported remotely. Moreover, the axle 11 and the cylinder member 61
Since both are supported by the support part 63, there is no need to separately provide a support part for the axle 11, and the structure is simple. Furthermore, in this embodiment, the right end portion of the housing 25 is also supported on the support portion 63 side, so that vibrations are extremely reduced.

A piston 71 is engaged with the cylinder member 61 so as to be able to move freely in the axial direction, and the engaging portion of the member 61.71 is connected to an O-ring 73.
．． 75 to keep it liquid-tight.

In this way, the hydraulic actuator 77 (actuator)
is configured. The piston 71 is connected to the control sleeve 37 via a bearing 79, and the connecting portion 55
to connect.

Hydraulic pressure is supplied to the hydraulic port 81 of the actuator 77 from a hydraulic source via a control valve device, and the piston 71 is actuated as described above. The actuator 77 can be operated manually from the driver's seat or automatically depending on steering conditions and road surface conditions.

In this way, the power transmission device 7 is configured.

Next, the power transmission system W7 according to the power performance of the vehicle shown in FIG.
Explain the functions of

The rotation of the engine 1 is shifted by a transmission 3 and is dividedly output from a front differential 5 to left and right front wheels 17.19.

When the connecting portion 55 is brought into the connected state, the differential movement of the front differential 5 is limited by the viscous clutch 59.

Therefore, even if one of the front wheels 17, 19 is idling, the driving force is prevented from flowing only to the idling side, and the running force of the vehicle is maintained.

If the connecting force of the connecting portion 55 is weakened, the differential limiting force will be reduced, allowing smooth turning. Furthermore, when the connecting portion 55 is opened, the differential limiting function is stopped, and straight-line performance on uneven roads is improved.

By providing the connecting portion 55, it becomes easy to achieve both a large differential limiting force and turning performance.

In the present invention, the clutch that connects the transmission members may be a viscous clutch that adjusts the torque transmission characteristics by changing the plate displacement using the thrust force of the actuator, and in addition to the viscous clutch, for example, a multi-plate clutch that is engaged by an actuator may be used. But that's fine. In addition to the hydraulic actuator, the actuator may be, for example, another fluid actuator or an electromagnet. A clutch controlled by an actuator is
It also includes simple friction clutches, magnetic fluid clutches, electrofluid latches, and the like.

[Effects of the Invention] Since the power transmission device of the present invention shares the support of the axle to the vehicle body and the support of the actuator, changes to the vehicle body can be suppressed, and an increase in cost and assembly man-hours can be prevented. can.

[Brief explanation of drawings]

FIG. 1(a) is a sectional view showing one embodiment, and FIG. 1(b) is (
FIG. 2 is a skeleton mechanism diagram showing the power system of a vehicle using this embodiment, and FIG. 3 is a skeleton mechanism diagram of a conventional example. 11... Axle (transmission member) 25... Housing (transmission member)

Claims (1)

[Claims] A pair of transmission members arranged to be relatively rotatable, a clutch that connects them, an actuator that is supported on a fixed side of a vehicle body and adjusts the transmission torque of the clutch, and an axle that is connected to the one transmission member. A power transmission device characterized by being supported by a bearing placed between the actuator and the actuator.