KR101360031B1 - Power transformation device of vehicle - Google Patents

Abstract

The path through which the pressing force is transmitted through the pressing member may be simultaneously formed in the axial displacement and the radial displacement, thereby providing a power conversion apparatus of the vehicle capable of improving the power conversion efficiency. The power switching device of the vehicle is connected to the front wheel shaft of the vehicle and rotates, the housing connected to the rear wheel shaft of the vehicle, and interposed between the housing and the rear wheel shaft inside the housing, the power to intercept the rotational force transmitted from the housing to the rear wheel shaft A power switching unit selectively synchronizes the rotation state of the housing and the rear wheel shaft with the pressing force generated according to the rotational difference between the housing and the rear wheel shaft, and the path through which the pressing force is transmitted is simultaneously axially and radially displaced. Is done.

Vehicle, power, switching, cam, pressurized

Description

POWER TRANSFORMATION DEVICE OF VEHICLE}

The present invention relates to a power transmission device for a vehicle, and more particularly to a power conversion device for a vehicle.

The vehicle's power is generated by the engine and transmitted to the wheels through a power transmission path consisting of clutches, transmissions, differentials, and the like.

The wheel driving method is divided into a two-wheel driving method for driving only the front wheels or the rear wheels, and a four-wheel driving method for driving both the front wheels and the rear wheels.

In general, the two-wheel system that drives only one of the front wheel or the rear wheel is mainly used, but according to the needs of the user, the demand of the four-wheel drive system is increasing to secure more driving stability and to drive the rough roads such as mountains. .

The four-wheel drive method is divided into a regular four-wheel drive method and a two-wheel / four-wheel changeover drive method, the two-wheel / four wheel changeover drive method is a two-wheel / four-wheel changer to properly distribute the driving force to the front and rear wheels A device is needed.

The two-wheeled / four-wheel drive is a device that converts into two-wheel drive or four-wheel drive when necessary by an adjustable shift lever in the driver's seat. By operating the changeover lever, the power switching device (coupling) installed in the housing (transfer case) is operated to distribute power to the front and rear wheels.

The path through which the pressing force is transmitted through the pressing member may be simultaneously formed in the axial displacement and the radial displacement, thereby providing a power conversion apparatus of the vehicle capable of improving the power conversion efficiency.

The power switching device of the vehicle is connected to the front wheel shaft of the vehicle and rotates, the housing connected to the rear wheel shaft of the vehicle, and interposed between the housing and the rear wheel shaft inside the housing, the power to intercept the rotational force transmitted from the housing to the rear wheel shaft A power switching unit selectively synchronizes the rotation state of the housing and the rear wheel shaft with the pressing force generated according to the rotational difference between the housing and the rear wheel shaft, and the path through which the pressing force is transmitted is simultaneously axially and radially displaced. Is done.

The power conversion unit is provided between the housing and the rear wheel shaft, a plurality of outer plates are coupled to the housing, and a plurality of inner plates are first clutches respectively coupled to the rear wheel shafts, one side of which is connected to the rear wheel shaft. It is coupled and interlocked, interposed between the first clutch and the rear wheel shaft, the pressing member for transmitting the pressing force to the first clutch so that the housing and the rear wheel shaft is directly connected according to the rotation difference between the housing and the rear wheel shaft, driven in accordance with the supply of external force is applied to the electromagnetic force The electromagnet is generated, and is provided separately from the first clutch between the housing and the rear wheel shaft and interlocked with the driving of the electromagnet, the plurality of outer plates are coupled to the housing, and the plurality of inner plates are coupled to one side of the pressing member to press the pressing member. It may include a second clutch to control the rotation of the.

The pressing member is connected to the rear wheel shaft by a spline coupling structure, the first cam presses the first clutch with the applied pressure, the rear wheel shaft is spaced apart at a predetermined interval at a position opposite to the first cam, and is disposed on the second clutch. A second cam connected to the housing and optionally directly connected to the housing, and interposed between the first cam and the second cam, and spaced apart between the first cam and the second cam according to the rotational difference between the first cam and the second cam. It may include a third cam for transmitting the pressing force through the first cam to the first clutch.

Each of the first cam and the second cam has a first cam groove and a second cam groove into which a third cam is partially inserted, and the third cam may be formed in a ball shape.

The first cam groove and the second cam groove may be formed such that the radial movement trajectory of the third cam is displaced along the circumferential direction from the radial center.

The first cam groove and the second cam groove may be formed in a direction in which the radial movement trajectory of the third cam is gradually increased so that the center point is close to the operating radius of the first cam and the first clutch in the radial movement trajectory of the third cam. .

The first cam and the second cam may be formed in plural along the circumferential direction on each of the opposing surfaces, and the first cam groove and the second cam groove may be formed in the same shape.

The first cam groove may be formed of an inclined portion in which the cam surface that the third cam is in contact with has a deepest central portion with a depth deep in the longitudinal direction, and both sides of the central portion are inclined at a set angle and gradually become shallower than the depth of the central portion.

The inclined portions of both sides are inclined at the same angle with respect to the center, and the first cam and the second cam are disposed so that opposite surfaces of the first cam groove and the second cam groove are symmetric with each other, and the rotation of the first cam and the second cam is performed. When the difference is small, the first cam groove and the second cam groove coincide with each other so that the first cam and the second cam are close to each other, and when the rotation difference between the first cam and the second cam is large, the first cam groove and the second cam groove do not coincide with each other. Instead, the gap between the first cam and the second cam is widened so that the first cam can press the first clutch.

In the power conversion device of the vehicle, the transmission path of the pressing force for pressing the clutch can be made at the same time as the axial displacement and the radial displacement, thereby reducing the occurrence of the clutch pressing force loss.

It is also possible to reduce the eccentric transmission of the clutch action force, thereby improving the efficiency of the clutch control.

In addition, it is possible to reduce the occurrence of bending of the pressing member due to the repulsive force of the clutch.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described below. In the specification and drawings, the same reference numerals denote the same elements.

1 is a view showing the internal configuration of a power switching device for a vehicle according to an embodiment of the present invention. For reference, the power conversion device according to the embodiment of the present invention applies an electronic coupling device.

The housing 10 is a front housing that is rotated by being connected to a front wheel shaft (input shaft, not shown) of the vehicle, and the rear wheel shaft 12 of the vehicle is connected. Reference numeral 11 denotes a rear housing, which supports the rotation of the rear wheel shaft 12.

The power switching unit is interposed between the housing 10 and the rear wheel shaft 12 inside the housing 10 and intermittently rotates the rotational force transmitted from the housing 10 to the rear wheel shaft 12.

The power switching unit selectively synchronizes the rotation state of the housing 10 and the rear wheel shaft 12 with the pressing force generated by the rotational difference between the housing 10 and the rear wheel shaft 12, and the path through which the pressure is transmitted is axially displaced. And radial displacement simultaneously.

The power switching unit according to the embodiment of the present invention includes a first clutch 14, a pressing member 16, an electromagnet 18, and a second clutch 20.

The first clutch 14 is a main clutch provided between the housing 10 and the rear wheel shaft 12. The first clutch 14 is a multi-plate clutch composed of a plurality of outer plates and a plurality of inner plates. The outer plate of the first clutch 14 is coupled to the housing 10, and the inner plate is coupled to the rear wheel shaft 12, respectively.

One side of the pressing member 16 is coupled to the rear wheel shaft 12 is interlocked, interposed between the first clutch 14 and the rear wheel shaft 12 in accordance with the rotation difference between the housing 10 and the rear wheel shaft 12 The pressing force is transmitted to the first clutch 14 so that the housing 10 and the rear wheel shaft 12 are directly connected to each other.

The pressing member 16 includes a first cam 160, a second cam 162, and a third cam 164.

The first cam 160 is slid along the rear wheel shaft 12 and is connected in a spline coupling structure to be rotated integrally with the rear wheel shaft 12. The first cam groove 161 into which the third cam 164 may be partially inserted is machined on a surface opposite to the second cam 162. The first cam groove 161 is formed in plural in the circumferential direction of the first cam 160, the cam surface is formed of an inclined portion (s) inclined at a predetermined angle, so that the side cross-section has the deepest central portion (c) Has Here, the center part (c) of the deepest part means the deepest part of the cam groove. The first cam 160 presses the first clutch 14 by the pressing force transmitted. The first cam 160 is a main cam.

The second cam 162 is a control cam which is spaced apart at set intervals from a position opposite to the first cam 160 in the rear wheel shaft 12. The second cam 162 is connected to the second clutch 20 and optionally directly connected to the housing 10. The second cam 162 is free to rotate on the rear wheel shaft 12. The second cam 162 is also formed to correspond to the first cam groove 161 on the surface opposite to the first cam 160 to process the second cam groove 163 into which the third cam 164 may be partially inserted. .

The third cam 164 is formed in a ball shape and is interposed between the first cam 160 and the second cam 162. The third cam 164 may allow the first cam 160 and the second cam 162 to be located close to each other when the first cam groove 161 and the second cam groove 163 coincide with each other. If the first cam groove 161 and the second cam groove 163 do not coincide with each other, the first cam 160 is separated from the first cam groove 161 along the cam surface of the first cam groove 161, and the first cam 160 is the second cam 162. Away from). The third cam 164 is spaced apart from each other between the first cam 160 and the second cam 162 according to the rotational difference between the first cam 160 and the second cam 162. The pressing force is transmitted to the first clutch 14 through).

The first cam 160 and the second cam 162 according to the embodiment of the present invention radially shape the cam surface of the first cam groove 161 and the second cam groove 163 in which the third cam 164 moves. Have a trajectory that changes. That is, when the first cam 160 and the second cam 162 are spaced apart in the axial direction according to the rotation difference, the movement of the third cam 164 is moved in the radial direction. Therefore, the path through which the pressing force of the first cam 160 is transmitted may be simultaneously made of axial displacement and radial displacement.

The electromagnet 18 is driven in response to the input of a control signal supplied from the control unit ECU under vehicle driving conditions to generate electromagnetic force. The electromagnet 18 is installed in the rear housing 11, and an armature 19 is further provided to be pulled by the magnetic force of the electromagnet 18. The electromagnetic force generated in the electromagnet 18 pulls the armature 19 and moves in the direction of the rear wheel shaft 12. The second clutch 20 is compressed by the movement of the armature 19.

The second clutch 20 is a control clutch provided separately from the first clutch 14 between the housing 10 and the rear wheel shaft 12 and linked to drive of the electromagnet 18. The second clutch 20 is a multi-plate clutch composed of a plurality of outer plates and a plurality of inner plates. The outer plate of the second clutch 20 is coupled to the housing 10, and the inner plate is coupled to the second cam 162 of the pressing member 16 to control the rotation of the pressing member 16.

2 is a view showing a power switching state of the two-wheel drive and four-wheel drive.

2, each of the first cam 160 and the second cam 162 has a first cam groove 161 and a second cam groove 163 into which a third cam 164 is partially inserted, and a third cam. The 164 is formed in a ball shape and is interposed between the first cam groove 161 and the second cam groove 163. Therefore, when the first cam 160 rotates along the rear wheel shaft 12, the second cam 162 also rotates in association with the rear wheel shaft 12 by the third cam 164.

The first cam groove 161 and the second cam groove 163 are formed such that the radial movement trajectory of the third cam 164 is displaced along the circumferential direction from the radial center.

The first cam groove 161 and the second cam groove 163 are formed in a direction in which the radial movement trajectory of the third cam 164 increases, so that a center point of the first cam groove 161 and the second cam groove 163 is in the radial direction of the third cam 164. Close to the operating radius of the 160 and the first clutch (14).

The first cam 160 and the second cam 162 are formed in plural (six) along the circumferential direction at respective opposite surfaces, and the first cam groove 161 and the second cam groove 163 have the same shape. Is formed. The quantity of the first cam 160 and the second cam 162 may be increased or decreased according to the design change, and the quantity of the third cam 164 may be adjusted accordingly.

The first cam groove 161 has the deepest center c deep in the cam surface in contact with the third cam 164 in the longitudinal direction, and both sides of the center c are inclined at a set angle to the center c. It consists of an inclined portion (s) that gradually becomes shallower than the depth of.

The inclined portions s of both sides are inclined at the same angle with respect to the central portion c, and the first cam 160 and the second cam 162 are respectively the first cam groove 161 and the second cam groove 163. The opposing faces of are arranged to be symmetrical with each other.

Referring to FIG. 2, in the two-wheel drive, the first cam 160 and the second cam 162 rotate at the same speed. That is, in the case of the two-wheel drive, the rotation difference between the first cam 160 and the second cam 162 does not occur, and the first cam groove 161 and the second cam groove 163 coincide with each other to form the first cam 160. ) And the second cam 162 is rotated in proximity to each other.

On the contrary, when the rotation difference between the first cam 160 and the second cam 162 occurs, the first cam 160 is driven by the rotation difference between the first cam 160 and the second cam 162 as in the case of four-wheel drive. ) And the second cam 162 is rotated in the open state. Accordingly, the first cam groove 161 and the second cam groove 163 do not coincide with each other, and the first cam 160 and the second cam 162 are separated from each other, such that the first cam 160 has the first clutch 14. ) Can be pressurized.

However, in this state, as shown in FIG. 3, the radial distance between the operating center of the first cam 160 for pressing the first clutch 14 and the operating center of the first cam 160 itself may be different.

3 is a view showing the relationship between the radial center of operation of the pressing member 16 and the repulsive force.

As shown in FIG. 3, the first cam 160 may be tilted with respect to the center of the third cam 164 by the repulsive force of the first clutch 14, so that the loss of the pressing force of the first clutch 14 may occur. have. Therefore, the clutch action force is eccentrically transmitted to the first clutch 14, so that precise clutch control becomes difficult. That is, the pressing force of the first cam 160 is not transmitted to the first clutch 14 efficiently. For this reason, the bending of the first cam 160 due to the repulsive force of the first clutch 14 is generated, so that the precise operation is difficult.

4 is a view comparing radial displacement according to the operation of the pressing member 16.

4, the embodiment of the present invention allows the radial centers of the first cam groove 161 and the second cam groove 163 to be displaced along the circumferential direction. That is, the circumferential trajectory of the third cam 164 is not completed on one radius but on a plurality of radii. At this time, the center point in the circumferential trajectory of the third cam 164 to be as close as possible to the operating radius of the first cam 160 and the first clutch 14 in terms of operating efficiency and precise control performance due to the difference in the center point of the force Be advantageous.

As in the comparative example, when the radial centers of the first cam groove 161 and the second cam groove 163 are not displaced along the circumferential direction, when the first cam 160 and the second cam 162 are spread to the left and right, The movement of the three cams 164 takes place on the same radial trajectory. In this case, the circumferential trajectory of the third cam 164 is made only on one radius. Accordingly, the first cam 160 may be inclined at an angle θ as shown in FIG. 3 with respect to the center of the third cam 164 by the repulsive force of the first clutch 14. (14) A loss of compressive force may occur.

Power conversion unit according to an embodiment of the present invention can be applied to the electronic coupling used as a two-wheel / four-wheel switching device.

Referring to FIGS. 1 to 4, the operation of the power switching unit will be described. In the two-wheel drive state, the rotational force of the housing 10 is not transmitted to the rear wheel shaft 12 because the first clutch 14 does not operate.

In the two-wheel drive state, the second cam 162 is not connected to the housing 10. In this state, the first cam 160 is rotated integrally with the rear wheel shaft 12. Since the second cam 162 is connected to the first cam 160 through the third cam 164 in a free rotation state, the second cam 162 is rotated together with the first cam 160. At this time, even when the first cam 160 and the second cam 162 are integrally rotated, the clutch 10 does not apply the clutch action force, so that the housing 10 and the rear wheel shaft 12 do not interlock.

In this state, when the electromagnet 18 is operated by the control unit ECU under the vehicle running condition, the electromagnetic force generated by the electromagnet 18 pulls the armature 19 and moves in the direction of the rear wheel shaft 12. When the second clutch 20 is compressed by the movement of the armature 19, the outer plate and the inner plate of the second clutch 20 are forcibly rotated simultaneously.

Therefore, while the second cam 162 rotating along the rear wheel shaft 12 rotates along the housing 10, a rotation difference occurs between the first cam 160 and the second cam 162. That is, the second cam 162 rotates along the housing 10, and the first cam 160 rotates along the rear wheel shaft 12.

In addition, since the second cam 162 is fixed in the right direction in FIG. 1, the first cam 160 is driven by the first clutch 160 due to the movement distance between the second cam 162 and the first cam 160. While driving 14) to the left direction, the driving force transmitted only to the front wheel shaft is also transmitted to the rear wheel shaft 12. For reference, the magnitude of the driving force transmitted to the rear wheel shaft 12 is determined by the compression time of the clutches.

As described above, when a rotation difference is generated between the first cam 160 and the second cam 162, the space between the first cam 160 and the second cam 162 is caused by the third cam 164. do. Then, a clutch action force is applied to the first clutch 14 so that the housing 10 and the rear wheel shaft 12 are connected to directly connect the front wheel shaft and the rear wheel shaft 12. That is, as the first clutch 14 is squeezed, the power of the front wheel shaft is transmitted to the rear wheel shaft 12 so that the four-wheel drive is switched.

1 is a view showing the internal configuration of a power switching device for a vehicle according to an embodiment of the present invention.

2 is a view showing a power switching state of the two-wheel drive and four-wheel drive.

3 is a view showing the relationship between the radial operating center of the pressing member and the repulsive force.

4 is a view comparing radial displacement according to the operation of the pressing member.

Description of the Related Art

10; Housing 12; Rear axle

14; First clutch 16; Pressing member

18; Electromagnet 20; Second clutch

160; First cam 161; 1st cam groove

162; Second cam 163; 2nd cam groove

164; 3rd cam

Claims (9)

A housing that is connected to the front wheel shaft of the vehicle and rotates and is connected to the rear wheel shaft of the vehicle; A power switching unit interposed between the housing and the rear wheel shaft inside the housing and intermittently rotating torque transmitted from the housing to the rear wheel shaft; / RTI > The power conversion unit The rotational force of the housing and the rear wheel shaft is selectively synchronized with the pressing force generated by the rotational difference between the housing and the rear wheel shaft, and the path through which the pressing force is transmitted is simultaneously made of the axial displacement and the radial displacement of the vehicle. Power switch. The method of claim 1, The power conversion unit A first clutch provided between the housing and the rear wheel shaft, wherein a plurality of outer plates are coupled to the housing, and a plurality of inner plates are respectively coupled to the rear wheel shaft; One side is coupled to the rear wheel shaft and interlocked, and the pressing force is transmitted to the first clutch so that the housing and the rear wheel shaft are directly connected to each other according to a rotation difference between the housing and the rear wheel shaft interposed between the first clutch and the rear wheel shaft. Pressing member to; An electromagnet driven according to the supply of external force to generate an electromagnetic force, and It is provided separately from the first clutch between the housing and the rear wheel shaft to interlock with the driving of the electromagnet, a plurality of outer plates are coupled to the housing, a plurality of inner plates are coupled to one side of the pressing member to press Second clutch for intermittent rotation of the member Power converter of a vehicle comprising a. 3. The method of claim 2, The pressing member A first cam connected to the rear wheel shaft in a spline coupling structure and configured to press the first clutch with a pressing force transmitted; A second cam spaced apart at a predetermined interval from a position opposite to the first cam on the rear wheel shaft, and a second cam connected to the second clutch and selectively directly connected to the housing; The first cam and the second cam are interposed between the first cam and the second cam to be spaced apart from each other according to the rotational difference between the first cam and the second cam. A third cam for transmitting a pressing force to the first clutch Power conversion device of a vehicle comprising a. The method of claim 3, Each of the first cam and the second cam has a first cam groove and a second cam groove into which the third cam is partially inserted, and the third cam has a ball shape. 5. The method of claim 4, And the first cam groove and the second cam groove are configured such that a radial movement trajectory of the third cam is displaced along a circumferential direction from a radial center. The method of claim 5, The first cam groove and the second cam groove are formed in a direction in which the radial movement trajectory of the third cam is gradually increased so that a center point in the radial movement trajectory of the third cam is an operating radius of the first cam and the first clutch. Power shifter of the vehicle to approximate. The method according to claim 6, The first cam and the second cam is formed in plurality in the circumferential direction on each of the opposing surfaces, the first cam groove and the second cam groove is a power switching device of the vehicle is formed in the same shape with each other. The method of claim 7, wherein The first cam groove may include an inclined portion in which a cam surface in contact with the third cam has a deepest center portion deep in a longitudinal direction, and both sides of the center portion are inclined at a predetermined angle and gradually become shallower than the depth of the center portion. Power switch. 9. The method of claim 8, The inclined portions of both sides are inclined at the same angle with respect to the central portion, and the first cam and the second cam are disposed such that opposite surfaces of the first cam groove and the second cam groove are symmetric with each other. When the rotational difference between the first cam and the second cam is small, the first cam and the second cam are close to each other, and when the rotational difference between the first cam and the second cam is large, the first cam and the second cam. 2. The power switching device of the vehicle, wherein the cams are separated from each other so that the first cam presses the first clutch.

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