JPH0596566U - Hydraulic power transmission coupling - Google Patents

Abstract

(57) [Summary] (Correction) [Purpose] The purpose of the hydraulic power transmission joint used to distribute the driving force of a vehicle is to prevent interference with ABS. [Structure] The cam housing and the valve body 11 only when the vehicle is driven.
Are positioned relative to each other and rotate in the same direction, and the one-way clutch mechanism 35 is provided so that the valve element 11 idles with respect to the cam housing when the vehicle is braked.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a hydraulic power transmission joint used for distributing a driving force of a vehicle.

[0002]

[Prior Art]

 Examples of conventional hydraulic power transmission joints include those shown in FIGS. 3 and 4. In FIGS. 3 and 4, reference numeral 1 denotes a cam having an inner surface formed with a cam surface 2 having two or more ridges. The cam 1 is connected to the input shaft 3 and rotates integrally with the input shaft 3. Further, the cam 1 is fixed to the cam housing 4, and the cam housing 4 rotates together with the cam 1.

Reference numeral 5 denotes a rotor rotatably housed in the cam housing 4. The rotor 5 is coupled to the output shaft 6 and rotates integrally with the output shaft 6. A plurality of plunger chambers 7 are formed in the rotor 5 in the axial direction, and a plurality of plungers 8 are slidably accommodated in the plunger chamber 7 via return springs 9. Further, the rotor 5 is formed with a plurality of suction / discharge holes 10 so as to communicate with the respective plunger chambers 7.

Reference numeral 11 denotes a rotary valve (valve body) having a suction port 12, a suction passage 13 and a discharge port 14 formed on its surface. Each discharge port 14 of the rotary valve 11 has an orifice 15 as a flow resistance generating means. Are formed respectively. Further, the rotary valve 11 has a positioning protrusion 17 that engages with a notch 16 formed on the inner circumference of the cam housing 4.

The rotary valve 11 constitutes a timing member that determines the opening / closing timing of the intake / discharge hole 10, and the notch 16 and the protrusion 17 constitute a positioning mechanism that regulates the position correlation between the cam 1 and the rotary valve 11. ing. When the plunger 8 is in the intake stroke, the positional relationship is such that the intake port 12 of the rotary valve 11 and the intake / discharge hole 10 of the rotor 5 are in communication with each other, and the intake passage 13, the intake port 12, and the intake / discharge hole 10 of the rotor 5 The oil can be sucked into the plunger chamber 7.

When the plunger 8 is in the discharge stroke, the relationship is the reverse of the suction stroke, and the suction / discharge hole 10 of the rotor 5 communicates with the orifice 15 via the discharge port 14 of the rotary valve 11. A bearing retainer 18 rotates integrally with the cam housing 4, and supports the output shaft 6 via a bearing 19. A needle bearing 20 is interposed between the bearing retainer 18 and the rotary valve 11, and the friction torque on the needle bearing 20 side is set to be smaller than the friction torque between the rotor 5 and the rotary valve 11. There is. Therefore, when the direction of the differential rotation is changed, the rotary valve 11 circulates together with the rotor 5, rotates until the positioning protrusion 17 of the rotary valve 11 comes into contact with the notch 16 of the cam housing 4, and then the cam valve 4 is rotated. Rotate as a unit. As a result, the intake / discharge hole 10 is forcibly opened / closed at a predetermined timing even during normal rotation or reverse rotation.

Reference numeral 21 denotes an accumulator piston that rotates integrally with the cam housing 4, and the accumulator piston 21 moves according to the internal pressure. A retainer 22 is fixed to the cam housing 1 by caulking. A plurality of return springs 23 are interposed between the retainer 22 and the accumulator piston 21.

When there is no rotation difference between the cam 1 and the rotor 5, the plunger 8 does not operate and torque is not transmitted. At this time, the plunger 8 is pressed against the cam surface 2 by the return spring 9. Next, when a rotation difference occurs between the cam 1 and the rotor 5, the plunger 8 in the discharge stroke is pushed in by the cam surface 2 of the cam 1 in the axial direction.

At this time, since the suction / discharge hole 10 communicates with the discharge port 14, the plunger 8 pushes the oil in the plunger chamber 7 from the suction / discharge hole 10 to the discharge port 14 of the rotary valve 11. The oil pushed out to the discharge port 14 is supplied to the suction passage 13 through the orifice 15. At this time, the hydraulic pressure in the discharge port 14 and the plunger chamber 7 rises due to the resistance of the orifice 15, and a reaction force is generated in the plunger 8. A torque is generated by rotating the cam 1 against the plunger reaction force, and the torque is transmitted between the cam 1 and the rotor 5.

Further, when the cam 1 rotates, an intake stroke occurs, and the intake / exhaust hole 10 communicates with the intake port 12. Therefore, the oil in the intake passage 13 enters the plunger chamber 7 via the intake port 12 and the intake / exhaust hole 10. Inhaled, the plunger 8 returns along the cam surface 2 of the cam 1. FIG. 5 shows the movement of the plunger 8 during driving of such a vehicle.

Further, as shown in FIG. 6, the protrusion 17 of the rotary valve 11 engages with the end of the notch 16, and the rotary valve 11 and the cam housing 4 are integrally formed in the direction indicated by the arrow A. Rotate. On the other hand, FIG. 7 shows the movement of the plunger 8 when the vehicle is braked. The plunger 8 that was in the intake stroke during driving becomes the discharge stroke during braking, and the plunger 8 that was in the discharge stroke during driving during the braking becomes the intake stroke.

At the time of braking, as shown in FIG. 8, the rotary valve 11 hangs around with the rotor 5, rotates until the protrusion 17 contacts the end of the notch 16, and then in the direction indicated by the arrow B. Rotates together with. The torque characteristics during driving and braking are shown in C of FIG. 9, and the torque characteristics are proportional to the square of the differential rotation speed ΔN 2.

[0013]

[Problems to be solved by the device]

 However, in such a conventional hydraulic power transmission joint, since the rotary valve in the joint switches between driving and braking of the vehicle, torque is generated in both directions. Since torque is also generated during braking, the ABS function and torque interfere with each other in vehicles equipped with ABS, and the original function of ABS cannot be achieved.

The present invention has been made in view of such conventional problems, and it is an object of the present invention to prevent interference with the ABS by not generating torque during braking.

[0015]

[Means for Solving the Problems]

 To achieve the above object, the present invention provides a cam housing which is provided between input / output shafts that can rotate relative to each other, is connected to the one shaft, and has a cam surface having two or more ridges on an inner surface thereof. A rotor that is coupled to the other shaft and is rotatably housed in the cam housing and has a plurality of plunger chambers formed in the axial direction; and a return spring for each of the plurality of plunger chambers. A plurality of plungers which are reciprocally received by being pressed and which are driven by the cam surfaces when the two shafts rotate relative to each other; suction holes formed in the rotor and communicating with the plunger chamber And is rotatably slidably in contact with the end surface of the rotor, and is positioned in a predetermined relationship with the cam housing. And a valve body having a plurality of suction ports acting as discharge valves and discharge ports formed on the surface, and means for generating flow resistance by the flow of discharge oil by driving the plunger; rotation of both shafts In a hydraulic power transmission joint that transmits torque according to a speed difference, the cam housing and the valve body are positioned relative to each other and rotate in the same direction only when the vehicle is driven, and the valve body is the cam housing when the vehicle is braked. It is equipped with a one-way clutch mechanism that allows the vehicle to idle.

[0016]

[Action]

 When the vehicle is driven, the cam housing and the valve body are positioned at predetermined positions by the one-way clutch mechanism, and the cam housing and the valve body rotate integrally. As a result, normal torque characteristics can be obtained. On the other hand, when the vehicle is braked, the valve body rotates in the opposite direction, so the one-way clutch mechanism is deactivated and the valve body spins against the cam housing.

Therefore, torque is not generated, interference with the ABS can be prevented, and the original function of the ABS can be exhibited. Further, it is possible to reduce the wear of the seal surfaces of the rotor and the valve body.

[0018]

【Example】

 Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 are views showing an embodiment of the present invention. 1 and 2, 4A is a cam housing, and the cam housing 4A is connected to an output shaft (not shown). No cutout is formed on the inner circumference of the cam housing 4A.

Reference numeral 11 denotes a rotary valve. The rotary valve 11 is housed in the cam housing 4A so as to be positioned at a predetermined position when the vehicle is driven and to idle when the vehicle is braked. A pair of protrusions 17 are integrally formed on the outer circumference of the rotary valve 11, and an intake port 12, an intake passage 13 and a discharge port 14 are formed on the surface thereof.

An orifice (not shown) is formed at the outlet of the discharge port 14. Reference numeral 31 is a pair of pawls, and the pawl 31 is fixed to the cam housing 4A by a pin 32, and the tip end portion thereof is engaged with the protrusion 17 of the rotary valve 11. A pair of return springs 34 are housed in the housing hole 33 formed in the cam housing 4A, and the return spring 34 presses the claws 31 so that the claws 31 engage with the protrusions 17. The claw 31, the return spring 34, the housing hole 33, and the pin 32 together constitute a one-way clutch mechanism 35.

When the rotary valve 11 rotates in the direction indicated by the arrow A during driving of the vehicle, the protrusion 17 of the rotary valve 11 engages with the claw 31 pressed by the return spring 34 and stops at the position indicated by the arrow D. , The cam housing 4A rotates integrally. In this case, a normal torque characteristic proportional to the square of the differential rotation speed ΔN can be obtained.

On the other hand, when the vehicle is braked, the rotary valve 11 rotates in the direction indicated by the arrow B, so that the rotary valve 11 pushes up the pawl 31 against the return spring 34 and idly rotates with respect to the cam housing 4A. .. Therefore, since torque is not generated during braking, there is no interference with the ABS and the original function of the ABS can be exhibited.

Further, since the differential rotation during braking occurs between the thrust needle bearing and the bearing retainer and does not occur between the rotor and the rotary valve 11, wear of the seal surfaces of the rotor and the rotary valve 11 is prevented. It can be reduced.

[0024]

As described above, according to the present invention, the one-way clutch mechanism is provided between the cam housing and the rotary valve, and when the brake is applied, the rotary valve idles so that torque is not generated. It is possible to prevent the interference with the ABS and exert the ABS original function.

Further, it is possible to reduce wear on the seal surfaces of the rotor and the rotary valve.

[Brief description of drawings]

FIG. 1 is a diagram showing an embodiment of the present invention.

FIG. 2 is an explanatory diagram of operation during braking.

FIG. 3 is a sectional view showing a conventional example.

FIG. 4 is a perspective view

FIG. 5 is a diagram showing the movement of the plunger during driving.

FIG. 6 is a diagram showing movement of a rotary valve during driving.

FIG. 7 is a diagram showing the movement of the plunger during braking.

FIG. 8 is a diagram showing the movement of the rotary valve during braking.

FIG. 9 is a graph showing torque characteristics

[Explanation of symbols]

 1: Cam 2: Cam surface 3: Input shaft 4A: Cam housing 5: Rotor 6: Output shaft 7: Plunger chamber 8: Plunger 9: Return spring 10: Suction / discharge hole 11: Rotary valve (valve body) 12: Suction port 13: Suction path 14: Discharge port 15: Orifice 17: Protrusion 18: Bearing retainer 19: Bearing 20: Needle bearing 21: Accumulator piston 22: Retainer 23: Return spring 31: Claw 32: Pin 33: Storage hole 34: Return spring 35: One-way clutch mechanism

Claims (2)

[Scope of utility model registration request] 1. A cam housing provided between relatively rotatable input / output shafts, connected to said one shaft, and having a cam surface having two or more ridges on its inner side surface; connected to said other shaft. A rotor having a plurality of plunger chambers axially formed therein and rotatably housed in the cam housing; and a plurality of plunger chambers each of which is reciprocally movable by being pressed by a return spring. Plural plungers that are housed and driven by the cam surface when the two shafts rotate relative to each other; suction and discharge holes formed in the rotor and communicating with the plunger chamber; rotatably on the end surface of the rotor A plurality of suction valves, which are in sliding contact with each other, are positioned in a predetermined relationship with the cam housing, and act as suction valves and discharge valves depending on the positional relationship with the suction and discharge holes. A valve body having a port and a discharge port formed on the surface, and means for generating flow resistance by the flow of discharge oil by driving the plunger; hydraulic power for transmitting torque according to the difference in rotational speed between the two shafts The transmission joint is provided with a one-way clutch mechanism in which the cam housing and the valve body are positioned in the same direction and rotate in the same direction only when the vehicle is driven, and the valve body idles with respect to the cam housing when the vehicle is braked. A hydraulic power transmission joint characterized in that 2. The one-way clutch mechanism comprises a claw fixed to the cam housing and having a tip end engaged with a protrusion of the valve body, and a return spring pressing the claw. Item 1. The hydraulic power transmission joint of item 1.