JPH0237033A - Power transmission - Google Patents

Abstract

PURPOSE:To make it possible to transmit a large torque between rotary members by controlling differential rotation generated between the rotary members by means of a coupling given with a large differential rotation when the differential rotation is generated between them. CONSTITUTION:When an input shaft 45 rotates with the rotation drive force from an engine 1 and differential rotation is generated between the input shaft 45 and output shaft 47 sides due to delay in rotation caused by load from front wheel 19 side, the differential rotation is amplified through a planetary gear 77 and transmitted to a rotor 79 of an electromagnetic powder clutch 91. At this time, by operating an electromagnet 87 to turn an electromagnetic powder clutch 91 into a fastened state, a slight differential rotation is amplified by means of an amplifying mechanism. It is, as a result, possible to transmit a large torque to the front wheel 19 side, via the output shaft 47, from the reaction force of the clutch 91 transmitted through the torque of the clutch 91 and the amplifying mechanism.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Field of Application) This invention is applicable to power transmission g!
Concerning the stomach.

(Prior Art) As a type of shaft coupling (in this invention, the concept of shaft coupling includes a clutch that is a detachable shaft coupling and a coupling that is a permanent shaft coupling), for example, a magnetic powder electromagnetic clutch ( Til powder clutch). As is well known, when a magnetic force acts on stone powder, it has the property of forming a solid state along the lines of magnetic force, and by utilizing this property, an electromagnetic powder clutch magnetizes the input side and the output side. This is a clutch that is configured and configured to be connected via magnetic particles, and to transmit torque by the coupling force of the magnetic particles.

However, this electromagnetic powder clutch has a drawback in that the maximum transmission torque (torque capacity) is small. Therefore,
For example, if a power transmission device for a vehicle is configured using a powder clutch, the torque capacity will be insufficient. Torque capacity can be increased by increasing the diameter of the clutch or by increasing the size of the magnet device that applies magnetic force to the magnetic particles, but this increases the size and weight of the device.

(Problems to be Solved by the Invention) Therefore, an object of the present invention is to provide a power transmission device that is small in size and has a large torque capacity.

[Structure of the Invention] (Means for Solving the Problems) In order to solve the above problems, the power transmission device of the present invention includes a pair of rotating members arranged to be relatively rotatable, and a difference between these rotating members. The structure includes an amplification mechanism that amplifies dynamic rotation, and a shaft coupling that is given the differential rotation amplified by the amplification mechanism and can brake the differential rotation.

(Operation) When differential rotation occurs between the rotating members, this differential rotation is amplified by the amplification mechanism and acts on the shaft coupling. The shaft joint, which has been given a large differential rotation, brakes the differential rotation, thereby transmitting a large torque between the rotating members.

(Example) A first embodiment will be explained with reference to FIGS. 1 to 3.

Figure 2 (a) shows the power transmission system of a front engine/rear drive based four-wheel drive (4WD) vehicle, and Figure 2 (b') shows the power transmission system of a front engine/front drive 4WD vehicle. An example using the power transmission device of this embodiment is shown. In addition, in the following explanation, the left and right directions are the left and right directions in FIG. 1, and the left side corresponds to the rear of the vehicle in FIG.
) corresponds to the front of the vehicle.

First, the power transmission of each vehicle will be explained with reference to FIGS. 2(a) and 2(b).

In the vehicle shown in FIG. 2(a), the rotational driving force of the vertically placed engine 1 is changed in speed by the transmission 3 and transmitted to the transfer 5. The transfer 5 transmits the transmitted rotational driving force to the front wheel side differential device (front differential) 11 via the power transmission device 7 and propeller shaft 9 of this embodiment, and also transmits the transmitted rotational driving force to the front wheel side differential device (front differential) 11
3 through the rear wheel side differential device (rear differential)
15. The transmitted rotational driving force is transmitted by the front differential 11 to the left and right front wheels 19.17 via the front axle 17.17.
19, and the rear axle 21.
It is differentially distributed to the left and right rear wheels 23° 23 via 21.

Also, in the middle part of Fig. 2(b), the horizontally mounted engine 2
The rotational driving force of 5 is changed in speed by a transmission 27 and transmitted to a transfer 29. Transfer 29
transmits the transmitted rotational driving force to the front differential 31 housed therein, while the power transmission device W1 of this embodiment
7. Transmitted to the rear differential 35 via the propeller shaft 33. The transmitted rotational driving force is differentially distributed to the left and right front wheels 39.39 by the front differential 31 via the front axle 37.37, and is distributed to the left and right rear wheels 43.43 via the rear axle 41°41 by the rear differential 35. Differentially distributed.

Next, the configuration of this embodiment will be explained with reference to FIG.

The input shaft 45 (rotating member) is connected to the transfers 5 and 29 and is arranged to be rotatable by the rotational driving force from the engine 1.25. The output shaft 47 (rotating member) is formed by integrally forming a shaft member 49 and a hollow member 51, and is engaged with the input shaft 45 at a shaft support 53 provided at the left end of the hollow member 51 so as to be relatively rotatable. . The shaft member 49 is connected to the propeller shaft 9°33 side. Inside the hollow member 51, an intermediate shaft 55 is disposed coaxially with the input shaft 45 and the output shaft 49, and is supported for relative rotation via a slide bearing 57 at a shaft support provided between the input shaft 45 and the output shaft 49. . Further, the hollow member 51 is divided into left and right compartments 61 by a partition wall 59.
It is divided into 63 sections.

Inside the left compartment 61, a flange-shaped carrier 65 is integrally formed at the right end of the input shaft 45.

A plurality of bottles 67 are fixed to this carrier 65 at equal intervals on the circumference. A star gear 69 is rotatably supported on each bin 67, and a plate 71 for preventing the planet gear 69 from falling off is attached to overlap the star gear 69. An internal gear 73 is formed on the inner periphery of the hollow member 51 and meshes with six planetary gears. Further, a sun gear 75 is formed on the intermediate shaft 55 and meshes with the planetary gear 69. In this way, the planetary gear device 77 (amplifier l1l) is configured.

That is, when the input shaft 45 is rotated by the rotational driving force from the engine 1.25, the planetary gear 69 revolves together with the rotation of the carrier 65, and rotates on the internal gear 73 at high speed as the planetary gear 69 revolves. The sun gear 75 and the intermediate shaft 55 integrated with the sun gear 75 are rotated at a high speed due to the high speed rotation of the sun gear 75 and the intermediate shaft 55 which is integral with the sun gear 75 and rotates at a higher speed due to the ratio of the number of teeth.

Inside the right compartment 63, a rotor 79 is arranged,
The base portion is formed integrally with the intermediate shaft 55, and the cylindrical surface of the tip portion faces the inner circumferential surface of the hollow member 51 with a slight gap 81 interposed therebetween.

Ferromagnetic magnetic powder such as iron powder is enclosed in the compartment 63. A seal 85 is disposed between the intermediate shaft 55 and the partition wall 59, and gear oil from the planetary gear set 77 flows into the partition chamber 63.
This prevents the magnetic particles from penetrating and losing their fluidity.

An electromagnet 87 is arranged at a position facing the rotor 79 surrounding the outer periphery of the hollow member 51, and is connected to the transfer case 89 via the outer periphery of the hollow member 51 and a small air gap.
installed on. Also, the magnetic flux is directed to the gap 8 at a position facing the la pole of the electromagnet 87 on the outer periphery of the hollow member 51.
1 is provided with a groove 90 for effectively guiding it. In this way, the electromagnetic powder clutch 91 (shaft coupling) is configured.

That is, when the electromagnet 87 is activated, the magnetic particles are attracted and fill the gap 81, the rotor 79 and the hollow part 51 are connected, and the torque is transmitted due to the coupling force of the magnetic particles and the reaction force that the planet III device 77 receives from the rotor 79. It will be done. At this time, by changing the magnetic force of the electromagnet 87 and adjusting the binding force of the magnetic particles, the magnitude of the transmitted torque and the differential rotation between the rotor 79 and the hollow member 51, that is, between the input shaft 45 and the output shaft 47 are limited. The amount can be adjusted. Also, electromagnet 87
When the operation of the powder clutch 91 is stopped, the magnetic particles are released from solidification and the powder clutch 91 is opened.

The electromagnet 87 can be operated manually from the driver's seat, or automatically based on signals from sensors that detect steering angle, wheel slip or acceleration, for example.

Next, the functions of this embodiment will be explained. In the following description, the relationship with vehicles is represented by the vehicle in FIG. 2(a).

When the input shaft 45 rotates due to the rotational driving force from the engine 1, and differential rotation occurs between the input shaft 45 and the output shaft 47 due to rotation delay due to the load from the front wheels 19 and 19, as described above, this occurs. The differential rotation is amplified by the planetary gear set 77 and transmitted to the rotor 79 of the electromagnetic powder clutch 91.

At this time, if the electromagnet 87 is operated to keep the electromagnetic powder clutch 91 in the engaged state, the slight differential rotation will be amplified by the amplification mechanism as described above, and the torque of the electromagnetic powder clutch 91 and the amplification mechanism will be increased. From the reaction force of the electromagnetic powder clutch 91 transmitted through the output shaft 47, a large torque is transmitted to the front wheels 19
It becomes possible to transmit the information to the other side. Further, by changing the magnetic force of the electromagnet 87 and adjusting the transmission torque, it is possible to adjust the distribution ratio of the driving force to the front wheels 19, 19 and the rear wheels 23, 23.

As described above, the torque capacity of the power transmission device can be increased without increasing the diameter of the electromagnetic powder clutch 91 or the electromagnet 87, so the power transmission device is compact and does not involve a large increase in weight.

Next, functions corresponding to the performance of the heavy vehicle shown in FIG. 2(a) will be explained.

When the electromagnetic powder clutch 91 is released, the front wheel 19.19
The transmission of drive force to the side is cut off, and the vehicle becomes rear-wheel drive (
2WD) is in running condition. Also, electromagnetic powder clutch 9
When 1 is engaged, the vehicle enters the 4WD driving state.

Since the power transmission device 7.99 can obtain a large transmission torque, it is possible to adjust the distribution division of the driving force between the front wheels 19.19 side and the rear wheels 23.23 side and the limit amount of differential rotation over a wide range. . Therefore, as described below, handling stability, running performance, etc. can be significantly improved.

For example, if the sensor detects that the rear wheels 23, 23 have significantly slipped on a rough road, the magnetic force of the electromagnet 87 will be strong (if configured so that it becomes so, a large driving force will be quickly transmitted to the front wheels 19, 19 in such a case. Therefore, it is possible to quickly escape from a rough road, and the drivability is improved.

In addition, if the engagement force of the electromagnetic powder clutch 91 is adjusted according to the steering angle, and if the engagement force is weakened when the steering angle is large, differential rotation is allowed, and it is possible to perform low-speed sharp turns such as parking, for example. The rotational difference between the front wheels 19.19 and the rear wheels 23.23 that sometimes occurs is absorbed by the electromagnetic powder clutch 91, thereby preventing tight corner braking.

Note that this embodiment can be modified as shown in FIG. As shown in the figure, in this modification, contrary to the above embodiment, the planetary gear set 77 is arranged on the right side, the powder clutch 91 is arranged on the left side, and the input shaft 93 passes through the intermediate shaft 95 to the side of the planetary gear set 77. is connected to. Therefore, the transfer case 97 that fixes the electromagnet 87 can be shortened.

Other configurations, functions, and effects are the same as those of the first embodiment.

Next, a second embodiment will be explained with reference to FIG. This embodiment was also used as a power transmission device 99 arranged like the power transmission device 7 of the first embodiment in the vehicle shown in FIGS. 2(a) and 2(b). As shown in FIG. 4, this embodiment uses an electromagnetic powder clutch 91 like the first embodiment.

Hereinafter, the differences from the first embodiment will be briefly explained while referring to the same members with the same numbers as in the first embodiment.

In the following explanation, the left and right directions are the left and right directions in Figure 4, and the left side corresponds to the rear of the vehicle in Figure 2 (a) and the front of the vehicle in Figure 2 (b), respectively. .

The input shaft 101 (rotating member) is connected to the transfer 5° 29 side and is rotated by the rotational driving force from the engines 1 and 25. The output shaft 103 (rotating member) consists of a shaft member 105 and a hollow member 107, and is arranged coaxially with the input shaft 101 so as to be relatively rotatable. The shaft member 105 is connected to the propeller shaft 9.33 side, and the hollow member 107 is partitioned into left and right compartments 111, 113 by a partition wall 109.

In the compartment 111 on the left side, two teeth with different numbers of teeth
The gears 115 and 117 are arranged next to each other,
The gear 115 on the left side is connected to the hollow member 107, and the gear 117 on the right side is connected to the input shaft 101. A plurality of bins 121 are fixed to the carrier 119 at equal intervals on the circumference, and each bin 121 has a planetary gear 123 attached to the gear 115.1.
It is rotatably supported while meshing with 17. Further, the carrier 119 is connected to an intermediate shaft 125, which is rotatably supported by the hollow member 107 and arranged coaxially with the input shaft 101 and the output shaft 103 so as to be relatively rotatable. Further, a seal 127 is arranged between the gap 1109 and the intermediate shaft 125. In this way, the mysterious gear system @129 (amplification mode structure) is constructed.

That is, when the input shaft 101 rotates and differential rotation occurs between the input shaft 101 and the output shaft 103, that is, between the gears 115. The carrier 119 is rotated at a high speed by revolving on the carrier 117 at a high speed. This ^ speed rotation is caused by the intermediate shaft 12
5 is transmitted to the rotor 79 of the powder clutch 91 connected to the hollow member 107, and a large differential rotation is applied between the hollow member 107, and similarly to the first embodiment, a large torque is transmitted to the rotor 79 of the powder clutch 91 connected to the output shaft 10.
It becomes possible to transmit the information to 3.

Its configuration, functions, and effects are the same as those of the first embodiment.

Next, a third embodiment will be explained with reference to FIG. In this embodiment, the hollow member 107 is fixed to a transfer case or the like,
The output shaft 131 was made hollow and was enclosed in the input shaft 101. Therefore, since the electromagnet 87 can be integrally provided on the outer periphery of the hollow member 107, leakage of magnetic force can be eliminated.

Further, in this embodiment, the electromagnetic powder clutch 91 brakes the revolution of the planetary gear 123, thereby transmitting torque between the rotating members.

Other configurations, functions, and effects are the same as those of the second embodiment.

Although the above description has been made using an example of a configuration using an electromagnetic powder clutch as a shaft coupling, the present invention can also be constructed using other shaft couplings, such as a viscous coupling or a coupling using a pump.

It can also be used as a differential limiting device for a differential gear device.

[Effects of the Invention] As described above, the power transmission device of the present invention can obtain a large transmission torque capacity even when the differential rotation between rotating members is small, and is also small and lightweight.

[Brief explanation of the drawing]

Fig. 1 is a partial sectional view of the first embodiment, Fig. 2(a), (
b) is a schematic diagram showing the power transmission of a vehicle using the first embodiment, FIG. 3 is a schematic diagram showing the configuration of a modification of the first embodiment, and FIG. 4 is a schematic diagram showing the configuration of the second embodiment. FIG. 5 is a schematic diagram showing the configuration of the third embodiment. 7.99...Power transmission device 45.93.101...Input shaft (rotating member) 47.1
03,131...Output shaft (rotating member) 77...'i
! 1 Ri gear system (amplification mechanism) 91...Electromagnetic powder clutch (shaft coupling) 129...Disloyal II gear system! (Amplification mechanism) Agent Patent attorney Yasuo Miyoshi Figure 3 1] 9 Figure 4 Figure 5

Claims (1)

[Claims] A pair of rotating members arranged to be able to rotate relative to each other, an amplifying mechanism that amplifies differential rotation between these rotating members, and a differential rotation that is amplified by this amplifying mechanism and can brake the differential rotation. A power transmission device characterized by comprising a shaft coupling.