JPS6248624B2 - - Google Patents
Info
- Publication number
- JPS6248624B2 JPS6248624B2 JP54059426A JP5942679A JPS6248624B2 JP S6248624 B2 JPS6248624 B2 JP S6248624B2 JP 54059426 A JP54059426 A JP 54059426A JP 5942679 A JP5942679 A JP 5942679A JP S6248624 B2 JPS6248624 B2 JP S6248624B2
- Authority
- JP
- Japan
- Prior art keywords
- output shaft
- input shaft
- clutch device
- torque
- friction clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 19
- 230000002093 peripheral effect Effects 0.000 claims description 4
- 230000007246 mechanism Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000007599 discharging Methods 0.000 description 1
- 239000004615 ingredient Substances 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 239000003566 sealing material Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
- B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
- B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Gear Transmission (AREA)
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明はパートタイム式４輪駆動自動車用トラ
ンスフア装置に関し、特に、４輪駆動自動車の２
輪駆動と４輪駆動との切り換えを自動的に行なう
ようにしたパートタイム式４輪駆動自動車用トラ
ンスフア装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a transfer device for a part-time four-wheel drive vehicle, and more particularly, to a transfer device for a part-time four-wheel drive vehicle.
The present invention relates to a part-time four-wheel drive vehicle transfer device that automatically switches between wheel drive and four-wheel drive.
［従来の技術］
従来パートタイム式の４輪駆動自動車において
は、通常の走行時には、機関の動力を前輪又は後
輪のどちらか一方の車軸にのみ伝達して２輪駆動
走行とし、雪道悪路等を走行する場合、あるいは
２輪駆動時に駆動輪がスリツプした場合には、運
転者のチエンジレバーの手動操作により、２輪駆
動から４輪駆動に切り換えるようになつていた。[Prior Art] In conventional part-time four-wheel drive vehicles, during normal driving, engine power is transmitted to only one axle, either the front or rear wheels, resulting in two-wheel drive driving. When driving on roads, or when the drive wheels slip during two-wheel drive, the driver manually operates a change lever to switch from two-wheel drive to four-wheel drive.
［発明が解決しようとする問題点］
ところが、２輪駆動から４輪駆動への切り換え
を運転者が手動で行なうことは、運転者が常に自
動車の走行状態を監視しながら走行し、駆動輪が
スリツプした場合に迅速に２輪駆動から４輪駆動
へ切り換えをする必要があり、この操作は熟練を
要するとともに、煩わしく、操作性及び安全性の
面で好ましくない。[Problems to be Solved by the Invention] However, when the driver manually switches from two-wheel drive to four-wheel drive, the driver constantly monitors the driving condition of the vehicle and the driving wheels are In the event of a slip, it is necessary to quickly switch from two-wheel drive to four-wheel drive, which requires skill, is cumbersome, and is unfavorable in terms of operability and safety.
本発明はかかる点に鑑みて発明されたものであ
り、２輪駆動時に駆動輪がスリツプした場合に、
このスリツプ状態を検知して自動的に２輪駆動か
ら４輪駆動へ切り換えを行なうようにしたもので
ある。 The present invention was invented in view of this point, and when the drive wheels slip during two-wheel drive,
This slip condition is detected and the system automatically switches from two-wheel drive to four-wheel drive.
［問題点を解決する手段］
本発明のパートタイム式４輪駆動自動車用トラ
ンスフア装置は、変速機の出力軸に連結された入
力軸と、該入力軸と同軸的に設けられた第１の出
力軸と、該第１の出力軸と平行に設けられた第２
の出力軸と、前記入力軸と前記第１の出力軸とを
連結するトルク伝達手段と、前記入力軸と前記第
２の出力軸とを着脱自在に連結する摩擦クラツチ
装置とを備え、前記トルク伝達手段は、前記入力
軸に連結された駆動側部材と、前記第１の出力軸
に連結された被動側部材とを有し、前記両部材は
夫々回転中心軸に対して傾斜した接触面を具え、
該接触面が互いに接触係合することにより動力を
伝達するとともに、前記両部材の一方は前記入力
軸から前記第１の出力軸へのトルク伝達時に前記
接触面で発生する軸方向の力により軸方向に摺動
可能に配設され、前記摩擦クラツチ装置は前記ト
ルク伝達手段の軸方向に摺動可能に配設された一
方の部材によりその係合力を制御されるように構
成され、前記入力軸から前記第１の出力軸へのト
ルク伝達時は前記一方の部材の軸方向の力により
前記摩擦クラツチ装置を解放し２輪駆動走行と
し、前記第１の出力軸に連結された駆動輪のスリ
ツプにより前記第１の出力軸にトルクが伝達され
ない場合は前記摩擦クラツチ装置を係合して４輪
駆動走行とすることを特徴とする。[Means for Solving the Problems] The transfer device for a part-time four-wheel drive vehicle of the present invention has an input shaft connected to an output shaft of a transmission, and a first shaft provided coaxially with the input shaft. an output shaft, and a second output shaft provided parallel to the first output shaft.
an output shaft, a torque transmission means for connecting the input shaft and the first output shaft, and a friction clutch device for removably connecting the input shaft and the second output shaft, The transmission means has a driving side member connected to the input shaft and a driven side member connected to the first output shaft, and each of the two members has a contact surface inclined with respect to the rotation center axis. Ingredients,
The contact surfaces contact and engage with each other to transmit power, and one of the two members is axially moved by an axial force generated at the contact surface when torque is transmitted from the input shaft to the first output shaft. The friction clutch device is configured such that its engagement force is controlled by one member of the torque transmitting means that is slidably disposed in the axial direction, and When transmitting torque to the first output shaft, the friction clutch device is released by the axial force of the one member, resulting in two-wheel drive running, and the drive wheels connected to the first output shaft slip. Accordingly, when torque is not transmitted to the first output shaft, the friction clutch device is engaged to provide four-wheel drive running.
［発明の効果］
本発明のパートタイム式４輪駆動自動車によれ
ば、入力軸と第１の出力軸とを前記入力軸に連結
された駆動側部材と前記第１の出力軸に連結され
た被動側部材とを有し、前記両部材は夫々回転中
心軸に対して傾斜した接触面を具え、該接触面が
互いに接触係合することにより動力を伝達すると
ともに、前記両部材の一方は前記入力軸から前記
第１の出力軸へのトルク伝達時に前記接触面で発
生する軸方向の力により軸方向に摺動可能に配設
されたトルク伝達手段で連結し、入力軸と第２の
出力軸とを前記トルク伝達手段の軸方向に摺動可
能に配設された一方の部材によりその係合力を制
御される摩擦クラツチ装置により着脱自在に連結
するように構成されているので、２輪駆動時に動
力が伝達される第１の出力軸に連結された駆動輪
がスリツプする等して、第１の出力軸の伝達トル
クが減少した場合には、前記駆動側部材と被動側
部材との接触面で発生する摩擦クラツチ装置を解
放するように作用する軸方向の力が減少し、摩擦
クラツチ装置が係合して自動的に４輪駆動走行状
態になる。[Effects of the Invention] According to the part-time four-wheel drive vehicle of the present invention, an input shaft and a first output shaft are connected to a drive side member connected to the input shaft and the first output shaft. a driven side member, each of the two members has a contact surface inclined with respect to the rotation center axis, and the contact surfaces contact and engage with each other to transmit power, and one of the two members has a driven side member. The input shaft and the second output shaft are connected by a torque transmission means arranged to be slidable in the axial direction by an axial force generated at the contact surface when torque is transmitted from the input shaft to the first output shaft. The shaft is configured to be detachably connected to the shaft by a friction clutch device whose engagement force is controlled by one member slidably disposed in the axial direction of the torque transmitting means, so that two-wheel drive is possible. When the transmission torque of the first output shaft decreases due to, for example, a drive wheel connected to the first output shaft through which power is transmitted slipping, contact between the driving side member and the driven side member may occur. The axial force acting on the surface to release the friction clutch device is reduced, and the friction clutch device is engaged and automatically enters the four-wheel drive state.
このように、２輪駆動時に一方の出力軸によつ
て駆動力が伝達される駆動輪がスリツプするなど
して、伝達トルクが減少した場合に、摩擦クラツ
チ装置が自動的に係合し他方の出力軸にもトルク
を伝達することによつて、自動的に４輪駆動に切
り換えることができ、２輪駆動から４輪駆動への
切換操作が不要となり、しかも一方の駆動輪がス
リツプするなどした危険な状況で安全性の高い４
輪駆動となるので安全性が増す効果を有する。 In this way, when the drive wheel to which driving force is transmitted by one output shaft slips during two-wheel drive and the transmitted torque decreases, the friction clutch device automatically engages and transfers the driving force to the other output shaft. By transmitting torque to the output shaft, it is possible to automatically switch to four-wheel drive, eliminating the need to switch from two-wheel drive to four-wheel drive, and eliminating the risk of one drive wheel slipping. Highly safe in dangerous situations 4
Since it is wheel driven, it has the effect of increasing safety.
また本願発明によれば、２輪駆動と４輪駆動と
の間の自動切換に特に制御装置を必要としないの
で、構造が簡単になるとともに、コストが安くで
き、車両への搭載性が向上するという効果を有す
る。 Furthermore, according to the present invention, no particular control device is required for automatic switching between two-wheel drive and four-wheel drive, which simplifies the structure, reduces costs, and improves ease of mounting on vehicles. It has this effect.
［実施例］
次に本発明を図に示す一実施例に基き説明す
る。[Example] Next, the present invention will be explained based on an example shown in the drawings.
第１図は本発明のトランスフア装置の断面図を
示し、１は４輪駆動自動車に搭載された機関の自
動変速用トランスミツシヨン、２はその出力軸で
あると同時に本発明のトランスフア装置の入力軸
をなす中空の回転軸、３は入力軸２と同軸芯上に
配された本実施例では後輪を駆動する第１の出力
軸、４は第１の出力軸３と平行に配設され本実施
例では前輪を駆動する第２の出力軸、５はトラン
スフアケース、６はトランスミツシヨン１とトラ
ンスフアケース５とを連結するハウジング、７，
８，９，１０，１１は入力軸２と第１の出力軸３
とを連結するトルク伝達手段であり、７は内周に
入力軸端部２ａに一体的に形成された駆動側部材
のヘリカルスプライン８と噛合するヘリカルスプ
ライン９が設けられ、該入力軸端部２ａに軸方向
の移動が可能な状態で嵌合されている所の入力軸
２と連動する被動側部材であるスリーブ、１０は
該スリーブ７に周設された軸方向の穴、１１はフ
ランジ状に形成された第１の出力軸３の端部３ａ
に上記穴１０と対応して軸方向に突設されている
第１の出力軸３と連動する部材であるピンであ
り、ピン１１は穴１０と摺動自在に嵌合されてい
る。１２は入力軸２と第２の出力軸４とを連結す
るクラツチ装置であり、入力軸２とスプライン１
４により連結された環状シリンダ１３と、該環状
シリンダ１３内に装着されたチエツク弁１５ａ付
環状ピストン１５と、シリンダ１３の内周と第１
の出力軸３に回転自在に軸支されたハブ１７との
間に設けられた多板クラツチ１６とで構成されて
いる。シリンダ１３とピストン１５とで形成され
た油室１８へは油路１９，２０，２１を経て自動
変速装置のライン圧が供給されている。２２はハ
ブ１７とスプライン２３により連結され、軸受２
４，２５によりトランスフアケース５に取付けれ
たスプロケツト、２６は第２の出力軸４とスプラ
イン２７を介して連結されるとともにチエーン２
８で上記スプロケツト２２にリンクされたスプロ
ケツトである。３０は自動変速装置のガバナ弁、
３１は入力軸２の中空部に挿入され油路２０を形
成している筒状隔壁、４１，４２，４３，４４は
シール材、２１，５２，５３，５４は軸受であ
る。 FIG. 1 shows a cross-sectional view of the transfer device of the present invention, where 1 is an automatic transmission for an engine mounted on a four-wheel drive vehicle, and 2 is the output shaft thereof, as well as the transfer device of the present invention. 3 is a hollow rotary shaft forming an input shaft; 3 is a first output shaft disposed coaxially with the input shaft 2 and drives the rear wheels; 4 is a first output shaft disposed parallel to the first output shaft 3; 5 is a transfer case; 6 is a housing connecting the transmission 1 and the transfer case 5; 7;
8, 9, 10, 11 are the input shaft 2 and the first output shaft 3
A helical spline 9 is provided on the inner periphery of the input shaft end 2a and engages with a helical spline 8 of the drive side member integrally formed with the input shaft end 2a. A sleeve, which is a driven side member that interlocks with the input shaft 2, is fitted in a state where it can move in the axial direction, 10 is an axial hole provided around the sleeve 7, and 11 is a flange-shaped sleeve. End portion 3a of the first output shaft 3 formed
This is a pin that is a member interlocking with the first output shaft 3 which is provided to protrude in the axial direction in correspondence with the hole 10, and the pin 11 is slidably fitted into the hole 10. 12 is a clutch device that connects the input shaft 2 and the second output shaft 4;
4, an annular piston 15 with a check valve 15a installed in the annular cylinder 13, and an annular piston 15 connected to the inner circumference of the cylinder 13 and
A multi-plate clutch 16 is provided between a hub 17 which is rotatably supported on an output shaft 3 of the clutch. Line pressure of an automatic transmission is supplied to an oil chamber 18 formed by a cylinder 13 and a piston 15 via oil passages 19, 20, and 21. 22 is connected to the hub 17 by a spline 23, and the bearing 2
A sprocket 4 and 25 are attached to the transfer case 5, and a sprocket 26 is connected to the second output shaft 4 via a spline 27 and connected to the chain 2.
8 is a sprocket linked to the sprocket 22 above. 30 is the governor valve of the automatic transmission;
31 is a cylindrical partition inserted into the hollow part of the input shaft 2 and forms the oil passage 20; 41, 42, 43, and 44 are sealing materials; and 21, 52, 53, and 54 are bearings.
このトランスフア装置Ｔは第２図において、自
動車の機関Ａに装着された自動変速トランスミツ
シヨン１の後部に取付けられており、第１の出力
軸３はデフアレンシヤルＢを介して自動車の後輪
に連結され、第２の出力軸４はデフアレンシヤル
Ｃを介して自動車の前輪に連結されている。 In FIG. 2, this transfer device T is installed at the rear of an automatic transmission transmission 1 installed in an engine A of an automobile, and a first output shaft 3 is connected to the rear of the automobile via a differential B. The second output shaft 4 is connected to the front wheels of the automobile via a differential C.
次に作動を説明すると、自動車が通常走行状態
にあり、機関Ａ→自動変速トランスミツシヨン１
→入力軸２→スリーブ７→ピン１１→第１の出力
軸３→デフアレンシヤルＢ→後輪の順で大きいト
ルクが伝達されているときは、本実施例ではトル
ク伝達手段はヘリカルスプライン８および９の接
触面で構成されている所の軸方向に対して所定の
傾斜を有し且つ軸回りに周設された接触面によ
り、スリーブ７は図示左方向の大きな推力を受
け、ピストン１５を図示左方に押圧して左側に保
持し、摩擦クラツチ装置１２を開放状態に保ち、
自動車は後輪のみの２輪駆動が行なわれている。 Next, to explain the operation, when the car is in normal driving condition, engine A → automatic transmission transmission 1
When a large torque is transmitted in the order of → input shaft 2 → sleeve 7 → pin 11 → first output shaft 3 → differential B → rear wheels, in this embodiment, the torque transmission means is the helical spline 8 and The sleeve 7 receives a large thrust in the left direction in the figure due to the contact surface having a predetermined inclination with respect to the axial direction and surrounding the axis, which is composed of the contact surfaces 9 and 9, and the sleeve 7 receives a large thrust in the left direction as shown in the figure. Press to the left and hold on the left side to keep the friction clutch device 12 in the open state,
Automobiles have two-wheel drive, with only the rear wheels.
後輪がスリツプまたは空転したときは、入力軸
２と第１の出力軸３との間で伝達されるトルクが
低下する。これによりスリーブ７が受ける推力も
急減し、ピストン１５は油室１８に供給されてい
るライン油圧で図示右向に動かされ、ピストン１
５の右端外周部は多板クラツチ１６を押圧する。
この摩擦クラツチ装置１２の係合により動力は、
入力軸２→シリンダ１３→多板クラツチ１６→ハ
ブ１７→スプロケツト２２→チエーン２８→スプ
ロケツト２６→第２の出力軸４→デフアレンシヤ
ルＣ→前輪の順で伝達され、後輪とともに前輪も
駆動され４輪駆動による走行が得られる。 When the rear wheels slip or spin, the torque transmitted between the input shaft 2 and the first output shaft 3 decreases. As a result, the thrust force applied to the sleeve 7 is also rapidly reduced, and the piston 15 is moved to the right in the figure by the line oil pressure supplied to the oil chamber 18.
The outer periphery of the right end of 5 presses the multi-plate clutch 16.
Due to the engagement of this friction clutch device 12, the power is
The power is transmitted in the order of input shaft 2 → cylinder 13 → multi-plate clutch 16 → hub 17 → sprocket 22 → chain 28 → sprocket 26 → second output shaft 4 → differential C → front wheels, and the front wheels are also driven along with the rear wheels. You can drive with four-wheel drive.
後輪がスリツプ状態から回復すると、入力軸２
と第１の出力軸３との間で再び大きなトルクの伝
達がなされるので、スリーブ７は図示左方向の大
きな推力を受け、油室１８の油圧に抗してピスト
ン１５を左側に押し多板クラツチ１６を開放して
前輪への動力伝達を停止し、自動車は再び後輪の
みの２輪駆動状態に戻る。 When the rear wheel recovers from the slip condition, input shaft 2
As a large torque is again transmitted between the first output shaft 3 and the first output shaft 3, the sleeve 7 receives a large thrust in the left direction in the figure, pushing the piston 15 to the left against the oil pressure in the oil chamber 18, causing the multi-plate The clutch 16 is released to stop transmitting power to the front wheels, and the vehicle returns to two-wheel drive with only the rear wheels.
なお、入力軸端部２ａとスリーブ７とは両者の
接合面に形成されたヘリカルギヤの噛合によりな
されていてもよく、可動体である環状ピストン１
５を図示右方に付勢するには油室１８を設けて該
油室に油圧を供給する代りにばね等の弾性体の弾
性力を利用しても良く、またハブ１７と他方の出
力軸４との連結は、上記実施例においてチエーン
２８の代りに歯車を用いてもよく、さらには他の
リンク機構が利用できることは当然である。 The input shaft end 2a and the sleeve 7 may be engaged with each other by helical gears formed on the joint surfaces of the two, and the annular piston 1, which is a movable body, may be engaged with the input shaft end 2a and the sleeve 7.
5 to the right in the figure, an oil chamber 18 may be provided and the elastic force of an elastic body such as a spring may be used instead of supplying hydraulic pressure to the oil chamber. 4, a gear may be used instead of the chain 28 in the above embodiment, and it goes without saying that other link mechanisms can also be used.
第３図は油室１８に油圧を供給する油路１９に
油圧調整のためのモジユレータ弁１０１′を設け
るとともに排圧用の電磁弁１０２′を装着し、運
転席等に設けたスイツチ１０３′で該電磁弁１０
２′を操作できるようにした場合を示す。この場
合においては、モジユレータ弁１０１′により油
室１８内の油圧を走行条件、スリーブが受ける推
力の大小などに応じて調整でき、ヘリカルスプラ
イン、ヘリカルギヤの設計が自由になるとともに
２輪駆動と４輪駆動との切り換え点の自由な設定
が可能となる。また電磁弁１０２′を復帰させた
時、油路１９に高い油圧が生ずるようにしてスリ
ーブ７の推力に抗してピストン１５を図示右方に
保ちクラツチ１６を常に係合せしめて入力軸２と
第１の出力軸３との間の伝達トルクの如何にかか
わらず４輪駆動状態とすることが可能である。さ
らには、この電磁弁を走行状態に応じて自動制御
し車輌の発進時など所望のときに４輪駆動走行が
得られるようにすることも可能である。 In Fig. 3, a modulator valve 101' for adjusting the oil pressure is provided in the oil passage 19 that supplies oil pressure to the oil chamber 18, and a solenoid valve 102' for discharging pressure is installed. Solenoid valve 10
The case where 2' can be operated is shown. In this case, the hydraulic pressure in the oil chamber 18 can be adjusted by the modulator valve 101' according to the driving conditions, the magnitude of the thrust received by the sleeve, etc., and the design of the helical spline and helical gear can be freely designed. It is possible to freely set the switching point between the drive and the drive. When the solenoid valve 102' is reset, a high hydraulic pressure is generated in the oil passage 19 to keep the piston 15 to the right in the figure against the thrust of the sleeve 7 and keep the clutch 16 engaged at all times. A four-wheel drive state is possible regardless of the torque transmitted between the output shaft 3 and the output shaft 3 of the vehicle. Furthermore, it is also possible to automatically control this electromagnetic valve according to the driving state so that four-wheel drive driving can be achieved when desired, such as when starting the vehicle.
第４図は本発明の他の実施例の断面図である。
第１図と同一符合は同一機能物を示し、７１は入
力軸２の端部２ａにスプライン７２により連結さ
れた駆動側部材である第１冠歯車状ギヤ、７３は
第１の出力軸３の端部３ａに個着され冠歯車状ギ
ヤ７１と噛合する被動側部材である第２冠歯車状
ギヤである。この実施例においては入力軸２と第
１の出力軸３との連結は相互に噛合する一対の冠
歯車状ギヤ７１および７３によりなされ、これら
ギヤの接触する歯面により軸方向に対して所定の
傾斜を有し且つ軸回りに周設された接触面が形成
され、入力軸と出力軸間で伝達されるトルクの大
きさに応じてギ７１が受ける図示左方向の推力が
変化し、第１図に示す実施例と同様に後輪のみの
２輪駆動と４輪駆動との自動切り換えがなされ
る。 FIG. 4 is a sectional view of another embodiment of the invention.
The same reference numerals as in FIG. 1 indicate the same functional parts, 71 is a first crown gear which is a drive side member connected to the end 2a of the input shaft 2 by a spline 72, and 73 is a first crown gear of the first output shaft 3. This is a second crown gear which is individually attached to the end portion 3a and is a driven member that meshes with the crown gear 71. In this embodiment, the input shaft 2 and the first output shaft 3 are connected by a pair of crown gears 71 and 73 that mesh with each other, and the contacting tooth surfaces of these gears provide a predetermined distance in the axial direction. A contact surface having an inclination and circumferentially surrounding the shaft is formed, and the thrust force received by the gear 71 in the left direction in the figure changes depending on the magnitude of the torque transmitted between the input shaft and the output shaft. Similarly to the embodiment shown in the figure, automatic switching between two-wheel drive and four-wheel drive is performed for only the rear wheels.
なお、上記一対の冠歯車状ギヤの歯形は一方が
インボリユート歯形であることがギヤ７１のスム
ーズな移動のために望ましい。 Note that it is desirable that one of the tooth profiles of the pair of crown gears is an involute tooth profile for smooth movement of the gear 71.
第５図は本発明の更に他の実施例の断面を示
し、第１図と同一符合は同一機能物を示す。 FIG. 5 shows a cross section of still another embodiment of the present invention, and the same reference numerals as in FIG. 1 indicate the same functional parts.
このトランスフア装置においては、入力軸２と
第１の出力軸３との連結は、入力軸２の端部２ｅ
にスプラインS1により連結されるとともに先細の
テーパー状外周面８１を有し且つばね８４で先端
方向に付勢された駆動側部材である冠歯車状可動
ギヤ８０と、第１の出力軸３の端部３ｅにスプラ
インS2により連結され先細のテーパー状外周面８
３を有し且つばね８５で先端方向に付勢された被
動側部材である冠歯車状可動ギヤ８２との噛合に
よりなされている。また入力軸２と第２の出力軸
４との連結は、上記噛合した可動ギヤ８０，８２
と、そのテーパー状外周面８１，８３とそれぞれ
摩擦面を形成する内周面９１，９２を有するとと
もにハブ８７並びにハブ８８に締結具８９で固着
されているスプロケツト９とからなるクラツチ、
さらには上記スプロケツト９と、第２の出力軸４
とスプライン２７により連結されたスプロケツト
２６及びこれらを連動せしめるチエーン２８とで
構成されるリンク機構によりなされる。 In this transfer device, the input shaft 2 and the first output shaft 3 are connected to each other at the end 2e of the input shaft 2.
A movable gear 80 in the form of a crown gear, which is a driving side member connected to the spline S 1 by a spline S 1 and has a tapered outer circumferential surface 81 and biased toward the tip by a spring 84 , and the first output shaft 3 A tapered outer circumferential surface 8 connected to the end portion 3e by a spline S2
This is achieved by meshing with a crown gear-shaped movable gear 82 which is a driven member having a diameter of 3 and biased in the distal direction by a spring 85. The input shaft 2 and the second output shaft 4 are connected to each other by the meshing movable gears 80, 82.
and a sprocket 9 which has tapered outer circumferential surfaces 81 and 83 and inner circumferential surfaces 91 and 92 forming friction surfaces, respectively, and is fixed to the hub 87 and the hub 88 with fasteners 89,
Furthermore, the sprocket 9 and the second output shaft 4
This is achieved by a link mechanism consisting of a sprocket 26 connected by a spline 27, and a chain 28 that interlocks these.
本実施例のトランスフア装置においては、入力
軸２と第１の出力軸３との間の伝達トルクが大き
い通常走行時はギヤ８０とギヤ８２間に生じる反
対方向の推力でギヤ８０とギヤ８２はそれぞれば
ね８４及び８５を圧縮し、それぞれの外周面８１
と８３はスプロケツト９の内周面９１及び９２と
離れており、クラツチは開放状態にある。第１の
出力軸３に連結された側の車輪にスリツプ等が生
じるとギヤ８０とギヤ８２との間の推力が小さく
なるとギヤ８０とギヤ８２は相互に接近し外周面
８１及び８３と内周面９１及び９２とは接触し、
クラツチは係合され４輪駆動となる。 In the transfer device of this embodiment, during normal running when the torque transmitted between the input shaft 2 and the first output shaft 3 is large, the thrust in the opposite direction generated between the gears 80 and 82 causes the gears 80 and 82 to be compresses the springs 84 and 85, respectively, and the respective outer peripheral surfaces 81
and 83 are apart from the inner peripheral surfaces 91 and 92 of the sprocket 9, and the clutch is in an open state. When a slip or the like occurs in the wheel connected to the first output shaft 3, the thrust between the gears 80 and 82 decreases, causing the gears 80 and 82 to approach each other, and the outer circumferential surfaces 81 and 83 and the inner circumferential surface become smaller. is in contact with surfaces 91 and 92;
The clutch is engaged and four-wheel drive is established.
符合１００〜１１７は本実施例のトランスフア
装置において手動もしくは自動制御により所望の
ときに４輪駆動状態が定常的に得られるようにす
る４輪駆動機構を示す。１０１は管路１０２を介
して機関の吸気負圧が供給され、管路１０３と管
路１０４に該吸気負圧を選択的に供給する切り換
え弁であり、管路１０３と管路１０４はそれぞれ
ダイヤフラム操作弁１００のダイヤフラム１０７
で圧隔された気室１０５と気室１０６に連絡され
ている。１０８は一端がダイヤフラム１０７に固
着され、中央部には作動腕１０９が取付けられ、
他端にはばね１１０により付勢された係止杆１１
１と係合する溝１１２及び１１３が形成された作
動軸であり、トランスフアケース５の所定部分に
摺動自在に装着されたものである。１１４は第１
の出力軸３とスプライン１１５により連結される
とともに作動腕１０９の先端と係合する溝１１６
が形成された可動リング、１１７はハブ８８の端
部外周に形成され可動リング１１４と噛合可能な
スプラインである。 Reference numerals 100 to 117 indicate a four-wheel drive mechanism that allows a four-wheel drive state to be constantly obtained at a desired time by manual or automatic control in the transfer device of this embodiment. Reference numeral 101 designates a switching valve to which engine intake negative pressure is supplied via a pipe 102 and selectively supplies the intake negative pressure to a pipe 103 and a pipe 104, each of which is connected to a diaphragm. Diaphragm 107 of operation valve 100
It is connected to an air chamber 105 and an air chamber 106 which are separated by pressure. 108 has one end fixed to the diaphragm 107, and an actuating arm 109 attached to the center.
A locking rod 11 is biased by a spring 110 at the other end.
1, and is slidably mounted on a predetermined portion of the transfer case 5. 114 is the first
A groove 116 is connected to the output shaft 3 of the output shaft 3 by a spline 115 and engages with the tip of the actuating arm 109.
A movable ring 117 is formed on the outer periphery of the end of the hub 88 and is a spline that can be engaged with the movable ring 114.
この４輪駆動機構は次のように作用する。通常
は切り換え弁１０１を介して管路１０２と管路１
０３が連絡されており、ダイヤフラム１０７は第
５図に示す如く図示右方に設定され、これに伴な
い可動リング１１４は第１の出力軸３とのみスプ
ライン結合されている。４輪駆動による走行が必
要なときは、手動もしくは自動制御装置により切
り換え弁１０１を作用させ、管路１０２と管路１
０４とを連絡せしめる。これによりダイヤフラム
１０７は図示左方に動き、作動腕１０９の作用で
可動リング１１４は図示左方に動かされてハブ８
８のスプライン１１７と噛合する。これにより第
１の出力軸３とハブ８８とは可動リング１１４を
介して連結され、クラツチ機構の係合、開放の如
何にかかわらず４輪駆動状態が得られる。また切
り換え弁１０１を復帰せしめ管路１０２と管路１
０３とを連絡せしめることによりダイヤフラムは
図示右方に移動し定常的な４輪駆動状態は開放さ
れる。 This four-wheel drive mechanism operates as follows. Normally, pipe line 102 and pipe line 1 are connected via switching valve 101.
03 are connected, the diaphragm 107 is set to the right in the figure as shown in FIG. When traveling by four-wheel drive is required, the switching valve 101 is actuated manually or by an automatic control device, and the pipes 102 and 1 are
04 will be contacted. As a result, the diaphragm 107 moves to the left in the drawing, and the actuating arm 109 moves the movable ring 114 to the left in the drawing, causing the hub 8 to move to the left in the drawing.
It meshes with the spline 117 of No.8. As a result, the first output shaft 3 and the hub 88 are connected via the movable ring 114, and a four-wheel drive state can be obtained regardless of whether the clutch mechanism is engaged or released. In addition, the switching valve 101 is returned to its original position, and the pipe line 102 and pipe line
03, the diaphragm moves to the right in the drawing, and the steady four-wheel drive state is released.
第１図は本発明の一実施例を示すパートタイム
式４輪駆動自動車用トランスフア装置の断面図、
第２図はその配置図、第３図は油圧供給路図、第
４図は本発明の他の実施例を示す断面図、第５図
は本発明のさらに他の実施例を示す断面図であ
る。
符合の説明、２……トランスフア装置の入力
軸、３……第１の出力軸、４……第２の出力軸、
７……スリーブ、８……第１ヘリカルスプライ
ン、９……第２ヘリカルスプライン、１１……ピ
ン、１２……摩擦クラツチ装置、１３……環状シ
リンダ、１５……環状ピストン、１６……多板ク
ラツチ、１７……ハブ、１８……油室、７１……
第１冠歯車状ギヤ、７３……第２冠歯車状ギヤ、
８０，８２……冠歯車状可動ギヤ、８１，８３…
…テーパー状外周面、８４，８５……ばね。
FIG. 1 is a sectional view of a part-time four-wheel drive vehicle transfer device showing an embodiment of the present invention;
Fig. 2 is a layout diagram thereof, Fig. 3 is a hydraulic pressure supply path diagram, Fig. 4 is a sectional view showing another embodiment of the present invention, and Fig. 5 is a sectional view showing still another embodiment of the invention. be. Description of symbols, 2...Input shaft of transfer device, 3...First output shaft, 4...Second output shaft,
7... Sleeve, 8... First helical spline, 9... Second helical spline, 11... Pin, 12... Friction clutch device, 13... Annular cylinder, 15... Annular piston, 16... Multi-plate Clutch, 17...Hub, 18...Oil chamber, 71...
1st crown gear-shaped gear, 73... 2nd crown gear-shaped gear,
80, 82... Crown gear-shaped movable gear, 81, 83...
...Tapered outer peripheral surface, 84, 85... Spring.
Claims (1)
力軸と同軸的に設けられた第１の出力軸と、該第
１の出力軸と平行に設けられた第２の出力軸と、
前記入力軸と前記第１の出力軸とを連結するトル
ク伝達手段と、前記入力軸と前記第２の出力軸と
を着脱自在に連結する摩擦クラツチ装置とを備
え、前記トルク伝達手段は、前記入力軸に連結さ
れた駆動側部材と、前記第１の出力軸に連結され
た被動側部材とを有し、前記両部材は夫々回転中
心軸に対して傾斜した接触面を具え、該接触面が
互いに接触係合することにより動力を伝達すると
ともに、前記両部材の一方は前記入力軸から前記
第１の出力軸へのトルク伝達時に前記接触面で発
生する軸方向の力により軸方向に摺動可能に配設
され、前記摩擦クラツチ装置は前記トルク伝達手
段の軸方向に摺動可能に配設された一方の部材に
よりその係合力を制御されるように構成され、前
記入力軸から前記第１の出力軸へのトルク伝達時
は前記一方の部材の軸方向の力により前記摩擦ク
ラツチ装置を解放し２輪駆動走行とし、前記第１
の出力軸に連結された駆動輪のスリツプにより前
記第１の出力軸にトルクが伝達されない場合は前
記摩擦クラツチ装置を係合して４輪駆動走行とす
ることを特徴とするパートタイム式４輪駆動自動
車用トランスフア装置。 ２ 前記トルク伝達手段は、入力軸に設けられた
駆動側部材である第１ヘリカルスプラインと、該
第１ヘリカルスプラインと歯合する第２ヘリカル
スプラインを有し軸方向に摺動可能であるととも
に第１の出力軸に対して回転方向に連動する被動
側部材であるスリーブとからなり、前記摩擦クラ
ツチ装置は、前記入力軸に連結されたシリンダ
と、前記第２の出力軸に連結されたハブと、前記
シリンダとハブの間に夫々交互にスプライン嵌合
された多板クラツチと、前記シリンダ内に配設さ
れシリンダ内に形成された油室内の油圧に応じて
前記多板クラツチを係合するように押圧作動する
ピストンとからなり、前記トルク伝達手段のスリ
ーブは前記ピストンと係合し、前記入力軸から前
記第１の出力軸へのトルク伝達時に前記ヘリカル
スプラインの接触面で発生する軸方向の力による
前記スリーブの摺動により前記摩擦クラツチ装置
を解放するように構成されていることを特徴とす
る特許請求の範囲第１項に記載のパートタイム式
４輪駆動自動車用トランスフア装置。 ３ 前記トルク伝達手段は、入力軸に対して摺動
可能に連結された駆動側部材である第１冠歯車状
ギヤと、該第１冠歯車状ギヤと歯合するとともに
第１の出力軸に連結された被動側部材である第２
冠歯車状ギヤとからなり、前記摩擦クラツチ装置
は、前記入力軸に連結されたシリンダと、前記第
２の出力軸に連結されたハブと、前記シリンダと
ハブの間に夫々交互にスプライン嵌合された多板
クラツチと、前記シリンダ内に配設されシリンダ
内に形成された油室内の油圧に応じて前記多板ク
ラツチを係合するように押圧作動するピストンと
からなり、前記トルク伝達手段の第１冠歯車状ギ
ヤは前記ピストンと係合し、前記入力軸から前記
第１の出力軸へのトルク伝達時に前記両ギヤの接
触面で発生する軸方向の力による前記第１冠歯車
状ギヤの摺動により前記摩擦クラツチ装置を解放
するように構成されていることを特徴とする特許
請求の範囲第１項に記載のパートタイム式４輪駆
動自動車用トランスフア装置。 ４ 前記トルク伝達手段は、入力軸に対して摺動
可能に連結された駆動側部材である第１冠歯車状
ギヤと、該第１冠歯車状ギヤと歯合するとともに
第１の出力軸に対して摺動可能に連結された被動
側部材である第２冠歯車状ギヤとからなり、前記
摩擦クラツチ装置は、前記トルク伝達手段の駆動
側部材および被動側部材の少なくとも一方の外周
面に設けられた第１のテーパー状摩擦面と、該第
１の摩擦面と摩擦係合する第２のテーパー状摩擦
面を内周面に形成され前記第２の出力軸に連結さ
れた部材と、前記第１のテーパー状摩擦面と第２
のテーパー状摩擦面との間の摩擦係合をする方向
に付勢するばね部材とからなり、前記駆動側部材
および被動側部材の接触面で発生する軸方向の力
により前記駆動側部材および被動側部材の一方の
軸方向の摺動により前記第１のテーパー状摩擦面
と第２のテーパー状摩擦面との間の摩擦係合が解
放されるように構成されていることを特徴とする
特許請求の範囲第１項に記載のパートタイム式４
輪駆動自動車用トランスフア装置。[Claims] 1. An input shaft connected to an output shaft of a transmission, a first output shaft provided coaxially with the input shaft, and a first output shaft provided parallel to the first output shaft. 2 output shaft,
The torque transmitting means connects the input shaft and the first output shaft, and the friction clutch device removably connects the input shaft and the second output shaft. The driving side member is connected to the input shaft, and the driven side member is connected to the first output shaft. transmit power by contacting and engaging with each other, and one of the two members slides in the axial direction due to an axial force generated at the contact surface when torque is transmitted from the input shaft to the first output shaft. The friction clutch device is arranged such that its engagement force is controlled by one member slidably arranged in the axial direction of the torque transmission means, and the friction clutch device is configured such that its engagement force is controlled by one member slidably arranged in the axial direction of the torque transmission means, and When torque is transmitted to the first output shaft, the friction clutch device is released by the axial force of the one member, resulting in two-wheel drive running, and the first
If torque is not transmitted to the first output shaft due to slippage of the drive wheels connected to the output shaft of the part-time four-wheel vehicle, the friction clutch device is engaged to provide four-wheel drive running. Transfer device for drive vehicles. 2. The torque transmitting means has a first helical spline which is a drive side member provided on the input shaft, and a second helical spline that meshes with the first helical spline, and is slidable in the axial direction. The friction clutch device includes a sleeve that is a driven member that rotates in conjunction with the first output shaft, and the friction clutch device includes a cylinder connected to the input shaft, a hub connected to the second output shaft, and a sleeve that is a driven member that rotates in conjunction with the first output shaft. , a multi-plate clutch alternately spline-fitted between the cylinder and the hub, and arranged in the cylinder to engage the multi-plate clutch in response to hydraulic pressure in an oil chamber formed in the cylinder. the sleeve of the torque transmitting means engages with the piston to reduce the axial direction generated at the contact surface of the helical spline when torque is transmitted from the input shaft to the first output shaft. 2. A transfer device for a part-time four-wheel drive motor vehicle as claimed in claim 1, wherein said friction clutch device is configured to release said friction clutch device by force-induced sliding of said sleeve. 3. The torque transmission means meshes with a first crown gear which is a drive side member slidably connected to the input shaft, and is connected to the first output shaft. The second connected driven member
The friction clutch device includes a cylinder connected to the input shaft, a hub connected to the second output shaft, and spline fittings alternately connected between the cylinder and the hub. The torque transmitting means comprises a multi-disc clutch, and a piston disposed within the cylinder and press-operated to engage the multi-disc clutch in response to hydraulic pressure in an oil chamber formed within the cylinder. A first crown gear is engaged with the piston, and the first crown gear is driven by an axial force generated at the contact surface of both gears when torque is transmitted from the input shaft to the first output shaft. 2. The transfer device for a part-time four-wheel drive vehicle according to claim 1, wherein the transfer device is configured to release the friction clutch device by sliding. 4. The torque transmission means meshes with a first crown gear which is a drive side member slidably connected to the input shaft, and is connected to the first output shaft. and a second crown gear which is a driven side member slidably connected to the friction clutch device, and the friction clutch device is provided on the outer circumferential surface of at least one of the driving side member and the driven side member of the torque transmitting means. a member connected to the second output shaft, the member having a first tapered friction surface formed on its inner peripheral surface and having a second tapered friction surface that frictionally engages with the first friction surface; a first tapered friction surface and a second tapered friction surface;
a spring member that biases in the direction of frictional engagement with the tapered friction surface of the drive-side member and the driven member, and an axial force generated at the contact surface of the drive-side member and the driven member. A patent characterized in that the frictional engagement between the first tapered friction surface and the second tapered friction surface is released by sliding in the axial direction of one of the side members. Part-time type 4 according to claim 1
Transfer device for wheel drive vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5942679A JPS55152623A (en) | 1979-05-15 | 1979-05-15 | Transfer device for four-wheel drive car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5942679A JPS55152623A (en) | 1979-05-15 | 1979-05-15 | Transfer device for four-wheel drive car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS55152623A JPS55152623A (en) | 1980-11-28 |
| JPS6248624B2 true JPS6248624B2 (en) | 1987-10-14 |
Family
ID=13112916
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5942679A Granted JPS55152623A (en) | 1979-05-15 | 1979-05-15 | Transfer device for four-wheel drive car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS55152623A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6430587U (en) * | 1987-08-14 | 1989-02-23 | ||
| JPH01104619U (en) * | 1987-12-29 | 1989-07-14 |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6136550A (en) * | 1984-07-28 | 1986-02-21 | Aisin Warner Ltd | Control device of automatic speed change gear |
| JPS6350733U (en) * | 1986-09-20 | 1988-04-06 | ||
| US4941541A (en) * | 1987-10-08 | 1990-07-17 | Nissan Motor Co., Ltd. | Device for distributing drive power in the drive train of a four wheel drive vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4837819A (en) * | 1971-09-20 | 1973-06-04 |
-
1979
- 1979-05-15 JP JP5942679A patent/JPS55152623A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4837819A (en) * | 1971-09-20 | 1973-06-04 |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6430587U (en) * | 1987-08-14 | 1989-02-23 | ||
| JPH01104619U (en) * | 1987-12-29 | 1989-07-14 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS55152623A (en) | 1980-11-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5098360A (en) | Differential gear with limited slip and locking mechanism | |
| US9199535B2 (en) | Disconnectable driveline for all-wheel drive vehicle | |
| EP0315200B1 (en) | Power transmission apparatus | |
| US7922615B2 (en) | Two-speed transfer case with ballramp clutch actuator | |
| US6802794B2 (en) | Single actuator lost motion shift assembly | |
| US6056666A (en) | Synchronized range shift mechanism for transfer case | |
| EP1010565B1 (en) | Synchronized range shift mechanism for transfer case | |
| US20050070392A1 (en) | Two-speed transfer case with ball-ramp clutch and single motor activator/shift system | |
| US7611414B2 (en) | Torque limiting clutches for power transfer units | |
| US5711740A (en) | Mechanical clutch for planetary-type gear reduction unit | |
| JPH08268098A (en) | Clutch assembly for transfer case | |
| US20160131253A1 (en) | Motor driven transfer case with modular actuation | |
| US6851537B2 (en) | Worm driven ball screw actuator for traction clutches | |
| JP2004249979A (en) | Transfer case equipped with two planetary gears having common carrier | |
| EP0876933B1 (en) | Adapter for transfer cases | |
| US6904992B2 (en) | Four-wheel-drive all terrain vehicle | |
| US4790211A (en) | Power transmission device for four wheel drive vehicle having an improved differential motion limiting mechanism | |
| EP1205337B1 (en) | Differential limiting device for a differential device | |
| US4368808A (en) | Hub clutch | |
| JPS6248624B2 (en) | ||
| US4685352A (en) | Power distributing mechanism | |
| JPS61197843A (en) | Differential gears | |
| EP0274168B1 (en) | Power transmission device for a four wheel drive vehicle | |
| JPH08197974A (en) | Driving force transmitting device of vehicle | |
| JPH01309823A (en) | Front axle device of four-wheel driving tractor |