JP2005220974A - Operation control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation control device for changing a torque transmission characteristic. <P>SOLUTION: The operation control device comprises: a clutch part 21 changing a torque transmission state between a rotational shaft 11 and a drive pinion shaft 17 depending on oil pressure; and a pump part 23 pressure-feeding oil according to rotation input to the rotational shaft 11. The pump part 23 has a circumferential recesses and projection part of a pump cam formed to a carrier housing 7, and a plunger supported by the carrier housing 7, and brought into elastic-contact with the recess and projection part so that the plunger is reciprocated by rotation relative to the recess and projection part to pressure feed the oil. Depth and height in the recess and projection part of the pump cam is gradually changed in a direction along a rotation center, the recess and projection part and plunger are supported to be relatively movable along the rotation center, and a control means is provided for changing a relative position of the recess and projection part and the plunger. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an operation control device that changes a torque transmission state of an automobile.

  As an example of a conventional operation control device, for example, there is a torque transmission device shown in FIG. FIG. 11 is a longitudinal sectional view of the periphery of the drive pinion shaft that transmits torque to the rear differential device.

  As shown in FIG. 11, the torque transmission device 301 controls the torque transmission state between the input shaft 303 and the drive pinion shaft 305 as the output shaft. That is, a friction multi-plate clutch 307 is provided between the input shaft 303 and the drive pinion shaft 305. Torque is transmitted from the input shaft 303 to the drive pinion shaft 305 by fastening the friction multi-plate clutch 307. The friction multi-plate clutch 307 is fastened by the pressing force of the friction engagement piston 309. The friction engagement piston 309 is moved by supplying oil to the pressure chamber 311 behind the friction engagement piston 309, and the friction multi-plate clutch 307 is fastened.

  Oil is supplied to the pressure chamber 311 by a pump 313. The pump 313 includes a cam portion 315 provided on the input shaft 303 and a plunger 317 supported on the carrier cover 316 side.

  Accordingly, when the input shaft 303 rotates, the cam portion 315 rotates with respect to the plunger 317, and the plunger 317 reciprocates to supply oil in the carrier cover 316 to the pressure chamber 311. By this oil supply, the friction engagement piston 309 is moved and the friction multi-plate clutch 307 is fastened. Torque transmission from the input shaft 303 to the drive pinion shaft 305 can be performed by fastening the friction multi-plate clutch 307.

  Therefore, when the torque transmission device 301 is arranged on the rear differential device side of a front engine front drive base (FF base) part-time four-wheel drive vehicle, the four-wheel drive state and the two-wheel drive state are changed according to the torque input to the input shaft 303. You can drive at.

  However, in the torque transmission device 301 as described above, when the traveling speed is slow, the rotational speed of the input shaft 303 is slow and the function of the pump 313 is weakened. For this reason, there has been a problem that the four-wheel drive state required during low-speed traveling cannot be obtained.

  On the other hand, during high speed running, high hydraulic oil is supplied to the pressure chamber 311 by the action of the pump 313, and when the friction multi-plate clutch 307 is engaged, a four-wheel drive state in a substantially direct connection state is established. However, in actuality, four-wheel drive is not required during high-speed traveling, and the pump 313 is used wastefully at high-speed rotation, which may lead to deterioration in fuel consumption.

  In this case, it is possible to avoid the four-wheel drive state during high-speed traveling by opening the valve during high-speed traveling and releasing the oil pumped to the pressure chamber 311. However, it is not easy to relieve pressure, and the friction multi-plate clutch It was insufficient to fasten 307, and the pump 313 was supposed to do useless work. Also, friction occurs in the valve. For these reasons, fuel consumption may be hindered.

Japanese Patent Laid-Open No. 62-247924

  The problem to be solved is that the operating characteristics are fixed such that the transmission torque is low during low-speed rotation and high during high-speed rotation.

  In the present invention, in order to change the operating characteristics, the pump part is reciprocated by rotating around the concavo-convex part formed on one side of the fixed side and the rotating member and by the relative rotation with the concavo-convex part supported by the other side. A reciprocating body that operates and pumps the working fluid, wherein the uneven portion is formed such that the degree of unevenness gradually changes in a direction along the rotation axis, and the uneven portion and the reciprocating body include the rotation shaft. The main feature is that a control means is provided which is supported so as to be relatively movable in a direction along the center and allows the concave and convex portion and the reciprocating body to move relative to each other.

  In the motion control device of the present invention, the concavo-convex portion is formed such that the degree of the concavo-convex portion gradually changes in the direction along the rotation axis, and the concavo-convex portion and the reciprocating body are relatively movable in the direction along the rotation axis. Since the control means for changing the relative position of the concavo-convex part and the reciprocating body is provided, the degree of concavo-convexity of the concavo-convex part that the reciprocating body contacts is changed by causing the control means to move the concavo-convex part and the reciprocating body relative to each other. be able to.

  Therefore, the control characteristics of the motion control device are not fixed, and various motion control characteristics can be selected depending on the setting method. For example, the degree of unevenness of the concavo-convex portion relative to the reciprocating body is controlled to be reduced or eliminated during high-speed rotation and increased during low-speed rotation, thereby weakening the pressure characteristics of the working fluid for operation control during high-speed rotation and low-speed rotation. Sometimes sufficient pressure characteristics can be obtained.

  For this reason, it is possible to ensure that the operating portion works when the input rotation is low, and to lower or stop the operation of the operating portion when the input speed is high.

  When the control means changes the relative position of the concavo-convex part and the reciprocating body according to the speed of the input rotation to the rotating member, the relative position of the concavo-convex part and the reciprocating body is changed according to the speed of the input rotation, It is possible to reliably change the operation of the operation unit according to the speed of the input rotation.

  The control means is provided on the rotating member and moves by centrifugal force due to rotation of the rotating member, and a cam portion that receives the moving force in the direction along the rotation axis by the movement of the ball and performs the relative movement If the speed of the input rotation increases, the centrifugal force of the ball increases accordingly, and the relative position of the concavo-convex part and the reciprocating body can be reliably changed via the cam part against the urging force of the urging means. it can. In addition, a special actuator is unnecessary and the structure can be simplified.

  When the control means is a piston cylinder device that receives the pressure of the working fluid and performs the relative movement, the relative position of the concavo-convex portion and the reciprocating body is changed by the working fluid pumped according to the input rotation of the rotating member. Can be made. Therefore, it is possible to reliably control the operation unit according to the input rotation, and it is possible to simplify the structure without using a special drive source while using the working fluid.

  When the control means is an actuator that performs the relative movement by being electrically controlled by a controller, the relative position of the concavo-convex portion and the reciprocating body can be arbitrarily and reliably changed by the actuator.

  When the operation unit is a torque transmission unit that changes the torque transmission state between the pair of rotating members, the torque transmission characteristic of the torque transmission unit is not fixed, and the torque transmission characteristic varies depending on the setting method. You can choose. For example, the degree of unevenness of the concavo-convex portion relative to the reciprocating body is controlled to be reduced or eliminated during high-speed rotation and increased during low-speed rotation, thereby weakening the pressure characteristics of the working fluid for torque transmission control during high-speed rotation, Sufficient pressure characteristics can be obtained during rotation. For this reason, it is possible to reliably operate the torque transmission unit when the input rotation is low speed, or to lower or stop the function of the torque transmission unit when the input rotation speed is high.

  When the operation unit is a switching mechanism unit that switches the transmission state of the transmission gear or a switching mechanism unit that switches the transmission state of the continuously variable transmission that can continuously change the transmission state, the switching characteristics of the switching mechanism unit Is not fixed, and various switching characteristics can be selected depending on the setting method. For example, the degree of unevenness of the concavo-convex part with respect to the reciprocating body is controlled to be reduced or eliminated during high-speed rotation and increased during low-speed rotation, thereby weakening the pressure characteristics of the working fluid for switching control during high-speed rotation and low-speed rotation. Sometimes sufficient pressure characteristics can be obtained. For this reason, the switching mechanism can be reliably operated when the input rotation is low, and the switching mechanism can be lowered or stopped at high speed.

  When the torque transmission unit controls the torque transmission state between the two-wheel drive state and the four-wheel drive state of the four-wheel drive vehicle, the drive state between the two-wheel drive state and the four-wheel drive state is ensured according to the input rotation. Can be controlled.

  When the torque transmission unit is provided on the input side to the driven differential device of the four-wheel drive vehicle or on the output side of the transfer, the transmission torque to the rear wheel side is controlled according to the input rotation, The driving state over the two-wheel driving state and the four-wheel driving state can be reliably controlled.

  When the torque transmission portion is provided in a differential device of a four-wheel drive vehicle and changes the torque transmission state to the left and right axle shafts, torque transmission characteristics corresponding to the vehicle speed can be obtained and torque to the left and right axle shafts can be obtained. The transfer characteristics can also be controlled separately.

  The purpose of changing the operating characteristics was realized with a simple structure.

  1 to 4 relate to a first embodiment of the present invention, FIG. 1 is a skeleton plan view of a four-wheel drive vehicle showing an arrangement of a torque transmission device which is an example of an operation control device, and FIG. 2 is a mounting state of the torque transmission device. FIG. 3 is an enlarged longitudinal sectional view of the main part, and FIG. 4 is an enlarged sectional view of the pump part and the control device.

  As shown in FIG. 1, the torque transmission device 1 includes a rear differential device 3 and a propeller of a laterally mounted front engine front drive base (FF base) part-time four-wheel drive vehicle (also referred to as an on-demand four-wheel drive vehicle). It is arranged between the shaft 5. The torque transmission device 1 is disposed in the carrier cover 7. The carrier cover 7 constitutes a carrier together with a differential carrier 9 which is a carrier body, and is detachably attached to the differential carrier 9 with bolts or the like. The rear differential device 3 is a driven-side differential device with respect to the front differential device 59 to which the driving force is always transmitted.

  In the torque transmission device 1, the rotary shaft 11 on one end side protrudes from one end boss portion 13 of the carrier cover 7 and is connected to a constant velocity joint 15, and a drive pinion shaft 17 on the other end side is connected to the rear differential device 3. Linked together. In the present embodiment, the rotating shaft 11 and the drive pinion shaft 17 constitute a pair of rotating members of the torque transmission device 1. The drive pinion shaft 17 includes a drive pinion gear 19 as a power transmission gear.

  The torque transmission device 1 includes a clutch portion 21 and a pump portion 23 in addition to the rotating shaft 11 and the drive pinion shaft 17. The clutch part 21 constitutes a torque transmission part as an operation part, and changes the torque transmission state between the rotary shaft 11 and the drive pinion shaft 17 according to the pressure of the working fluid.

  An oil reservoir 25 is connected to the suction port side of the pump unit 23, and a working fluid, for example, transmission oil is pumped from the oil reservoir 25 according to the input rotation of the rotary shaft 11.

  An accumulator 27 is connected to the discharge port side of the pump unit 23. The accumulator 27 is connected to the control valve 29. The control valve 29 is controlled to be in a state in which oil from the accumulator 27 is pumped to the clutch portion 21 side and returned to the oil reservoir 25.

  The control valve 29 is controlled by a controller 31. The controller 31 is constituted by a microcomputer or the like, and inputs detection signals from various sensors 33. The controller 31 can control the control valve 29 according to the traveling condition of the vehicle by signals from various sensors 33. Examples of the various sensors 33 include a vehicle speed sensor, a steering angle sensor, front and rear wheel rotational speed sensors, and an oil temperature sensor.

  The rear differential device 3 is rotatably supported by the differential carrier 9. The ring gear 35 of the rear differential device 3 meshes with the drive pinion gear 19. The rear differential device 3 is linked to left and right rear wheels 41 and 43 via left and right axle shafts 37 and 39.

  The rotating shaft 11 is linked to an output shaft 47 of the transfer 46 via the constant velocity joint 15, the propeller shaft 5, and the constant velocity joint 45. The output shaft 47 is linked to the bevel gears 49 and 51, the transmission shaft 53, and the spur gears 55 and 57 in the transfer 46, and the spur gear 57 is linked to the differential case 61 of the front differential device 59.

  The output of an engine 65 as an internal combustion engine is input to the ring gear 63 of the front differential device 59 via a transmission 67. The front differential device 59 is linked to left and right front wheels 73 and 75 via left and right axle shafts 69 and 71.

  Therefore, the output torque of the engine 65 is transmitted from the transmission 67 to the ring gear 63 of the front differential device 59, and is transmitted from the front differential device 59 to the left and right front wheels 73 and 75 via the left and right axle shafts 69 and 71. Further, torque is transmitted from the differential case 61 of the front differential device 59 to the propeller shaft 5 through the spur gears 57 and 55, the transmission shaft 53, the bevel gears 51 and 49, and the output shaft 47 of the transfer 46. Torque is transmitted from the propeller shaft to the rotating shaft 11 of the torque transmission device 1.

  In the torque transmission device 1, the pump 23 is operated by the rotation of the rotating shaft 11, and oil is pumped from the oil reservoir 25 to the clutch portion 21 side through the accumulator 27 and the control valve 29.

  When the clutch portion 21 is controlled to be in a torque transmission state by the oil pumping, torque is transmitted from the rotary shaft 11 to the drive pinion shaft 17 and the left and right rear wheels 41 and 43. Therefore, the vehicle can travel in the four-wheel drive state by the left and right front wheels 73 and 75 and the left and right rear wheels 41 and 43.

  When oil is not pumped to the clutch portion 21 and the torque transmission device 1 is in a torque cutoff state, torque transmission from the rotary shaft 11 to the drive pinion shaft 17 is cut off, and the left and right rear wheels 41 and 43 are stopped. Torque is not transmitted to Therefore, traveling in a two-wheel drive state can be performed by transmitting torque to the left and right front wheels 73 and 75.

  The details of the torque transmission device 1 are as shown in FIGS.

  As shown in FIGS. 2 and 3, the clutch portion 21 of the torque transmission device 1 includes a clutch outer cylinder 77 and a clutch hub 79. The clutch outer cylinder 77 is integrally provided with a tapered inner cylinder part 81 on the inner peripheral side thereof, and an inner peripheral part 83 is integrally provided on the inner peripheral side of the inner cylinder part 81. The inner periphery 83 is splined to the end of the drive pinion shaft 17.

  The clutch hub 79 is integrally provided at one end of the rotating shaft 11. The vertical wall 85 of the clutch hub 79 is positioned at the end of the clutch hub 79 so as to move toward the rotary shaft 11 so as to avoid the inner cylinder portion 81 of the clutch outer cylinder 77. A frictional multi-plate clutch 87 is provided between the clutch outer cylinder 77 and the clutch hub 79. In the friction multi-plate clutch 87, an outer plate is spline-engaged with the clutch outer cylinder 77 and an inner plate is spline-engaged with the clutch hub 79. Therefore, torque transmission between the clutch outer cylinder 77 and the clutch hub 79 can be performed by the friction engagement of the friction multi-plate clutch 87.

  A pressing plate 89 is disposed opposite to the end portion between the clutch outer cylinder 77 and the clutch hub 79. A pressure receiving portion 91 is integrally provided on the inner side of the pressing plate 89. The pressure receiving portion 91 is opposed to the pressure piston 95 via the thrust bearing 93. The pressure piston 95 is supported on the inner periphery of the carrier cover 7 so as to be movable in the direction along the rotation axis. A pressure chamber 97 is provided between the pressure piston 95 and the carrier cover 7. The pressure chamber 97 is connected to the discharge port side of the control valve 29 by piping or the like.

  The rotating shaft 11 is rotatably supported by the carrier cover 7 by a ball bearing 99. A coupling flange 101 is spline-engaged with the outer end of the rotating shaft 11. The coupling flange 101 is fastened to the rotary shaft 11 by a nut 103 and is prevented from coming off. A seal 105 is provided between the coupling flange 101 and the carrier cover 7. The coupling flange 101 is coupled to the constant velocity joint 15.

  The pump portion 23 is provided between the carrier cover 7 and the rotary shaft 11 inside the carrier cover 7 with respect to the ball bearing 99. The oil reservoir 25 is provided on the lower side of the carrier cover 7 in this embodiment. A through hole 109 is provided in the upper wall 107 of the oil reservoir 25 and communicates with the entire inside of the carrier cover 7.

  The accumulator 27 includes a pressure accumulation body 111 and a pressure accumulation chamber 113. The pressure accumulator 111 is formed of an elastic body or the like, and has a configuration in which the volume is changed by pressure. The pressure accumulator 111 is accommodated and held in a circular accommodating portion 115 provided in the carrier cover 7. The pressure accumulating chamber 113 is provided around the inner periphery of the carrier cover 7 adjacent to the pressure accumulating member 111. The pressure accumulating chamber 113 and the accommodating portion 115 are formed in communication with each other by a plurality of small holes 117.

  The drive pinion shaft 17 is rotatably supported by a bearing housing 123 of the differential carrier 9 by a pair of tapered roller bearings 119 and 121. A small-diameter shaft portion 126 projects from the end surface of the drive pinion shaft 17 and is fitted in the shaft hole portion 128 on the rotating shaft 11 side so as to be relatively rotatable. The rotating shaft 11 and the drive pinion shaft 17 are supported by the small diameter shaft portion 126 and the shaft hole portion 128.

  A seal slide ring 125 is provided adjacent to the tapered roller bearing 119, and the seal slide ring 125 is fastened by a nut 127 that is screwed into the drive pinion shaft 17. By this fastening, preload (preload) is applied to the tapered roller bearings 119 and 121. An oil seal 129 is provided between the tip of the bearing housing 123 and the seal slide ring 125.

  The bearing housing 123 is provided on the partition wall 131 of the differential carrier 9 and protrudes into the carrier cover 7. The bearing housing 123 is formed in a tapered shape corresponding to the inner cylinder portion 81 of the clutch outer cylinder 77, and partially enters the inner peripheral side of the inner cylinder portion 81 in the carrier cover 7. A gap is formed between the inner cylinder portion 81 and the bearing housing 123 so that oil can be circulated.

  Due to the configuration of the bearing housing 123, a part of the friction multi-plate clutch 87 overlaps the tapered roller bearing 119 in the direction along the rotation axis. By this overlap, the length in the direction along the rotational axis of the torque transmission device 1 can be shortened to form a compact overall, and the weight can be reduced. Further, by shortening the length in the direction along the rotation axis, the length of the propeller shaft 5 can be increased correspondingly, and the mounting angle of the propeller shaft can be reduced to suppress rotational vibration and the like. it can.

  The bearing housing 123 is provided with oil passages 133 at a plurality of locations in the circumferential direction. The oil passage 133 extends from one side of the bearing housing 123 to the other side, communicates with the differential carrier 9 on one side, and communicates between the tapered roller bearing 119 and the oil seal 129 on the other side. In the differential carrier 9, a guide wall 135 is provided at the end of the oil passage 133 and is continuous with one side wall of the oil passage 133.

  A differential gear space 137 and a clutch portion space 139 are partitioned by the oil seal 129 and the partition wall 131. The differential gear space 137 contains gear oil, and the clutch space 139 contains, for example, transmission oil.

  Therefore, when the drive pinion gear 19 and the ring gear 35 are engaged and rotated, the scattered gear oil in the differential carrier 9 is guided by the guide wall 135 to the oil path 133 or the scattered gear oil directly reaches the oil path 133. The gear oil in the oil passage 133 flows toward the tapered roller bearing 119 side, and the tapered roller bearing 119 can be sufficiently and appropriately lubricated. Further, in the torque transmission device 1, transmission oil in the carrier cover 7 is scattered during the rotation, and the clutch portion 21 and the like can be sufficiently and appropriately lubricated.

  The pump unit 23 is configured as shown in FIG. 4, for example. The pump unit 23 includes a pump cam 141 as an uneven portion and a plunger 143 as a reciprocating body.

  The pump cam 141 is formed around the rotating shaft 11 in this embodiment, which is one of the carrier cover 7 on the fixed side and the rotating shaft 11 that is a rotating member. The pump cam 141 is supported so as to be movable in the direction along the rotation axis by, for example, spline fitting to the rotation shaft 11. Thus, the pump cam 141 and the plunger 143 are supported so as to be relatively movable in a direction along the rotation axis.

  The pump cam 141 is formed so that the crests 145 and the troughs 147 have irregularities that regularly repeat irregularities in the circumferential direction, and the degree of irregularities gradually changes in the direction along the rotation axis. That is, the ridge line of the peak portion 145 of the pump cam 141 is formed so as to be linearly inclined with respect to the valley portion 147 from one side to the other side (left and right in FIG. 4).

  The plunger 143 is supported in a support hole 171 on the carrier cover 7 side so as to be able to reciprocate. The plunger 143 has a coil spring 172 interposed between the inner peripheral side and the carrier cover 7 side. The tip of the plunger 143 is in elastic contact with the outer periphery of the pump cam 141 by the biasing force of the coil spring 172. When the pump cam 141 rotates, the plunger 143 reciprocates in the support hole 171 by the unevenness of the valley portion 147 and the peak portion 145 on the outer peripheral surface of the pump cam 141, and pressure-feeds transmission oil as a working fluid.

  The relative positions of the pump cam 141 and the plunger 143 are changed by the control means 149. The control means 149 changes the relative position of the pump cam 141 and the plunger 143 according to the speed of the input rotation to the rotary shaft 11.

  In this embodiment, the control means 149 includes a ball 151 and a cam portion 153, and includes a coil spring 155 as an urging means.

  The ball 151 is made of steel or the like, and moves in the radial direction of rotation by centrifugal force generated by the rotation of the rotary shaft 11. The cam portion 153 includes a receiving portion 157 and a movable portion 159. The receiving portion 157 and the movable portion 159 are both formed in a circular shape by a plate material such as steel, and the outer peripheral portions are formed so as to gradually approach each other, and cam surfaces 161 and 163 are provided. A cylindrical portion 165 is provided on the inner peripheral portion of the receiving portion 157, and the cylindrical portion 165 is fitted and fixed to the rotating shaft 11. The cylindrical portion 165 is positioned by engaging with a stopper 167 attached to the rotary shaft 11. The movable part 159 is in contact with one end surface of the pump cam 141. The coil spring 155 is interposed between a stopper 169 attached to the rotary shaft 11 and the other end surface of the pump cam 141.

  When the automobile is traveling at a low speed, the input rotation to the rotary shaft 11 is low, and the ball 151 remains positioned radially inward as shown in FIG. 4, and the plunger 143 is on the higher side of the peak portion 145 of the pump cam 141 ( It is located on the right side of FIG.

  Accordingly, when the pump cam 141 rotates in conjunction with the input rotation of the rotary shaft 11, the plunger 143 reciprocates between the high portion of the peak portion 145 and the valley portion 147. As a result, oil is pumped from the oil reservoir 25 to the pressure accumulating chamber 113 via the pump 23. The pressure in the pressure accumulating chamber 113 is pumped to the control valve 29 side while being accumulated by the action of the pressure accumulating body 111 through the small holes 117. If the control valve 29 is opened by the controller 31, the pressure-fed oil is sent to the pressure chamber 97. The pressure piston 95 is moved by the oil pressure feeding to the pressure chamber 97, and the pressure receiving portion 91 of the pressing plate 89 receives the pressing force via the thrust bearing 93. The pressing plate 89 is moved by the pressing force applied to the pressure receiving portion 91, and the friction multi-plate clutch 87 is fastened with the clutch outer cylinder 77.

  The torque transmitted to the rotating shaft 11 by the engagement of the friction multi-plate clutch 87 is transmitted from the clutch hub 79 to the clutch outer cylinder 77 via the friction multi-plate clutch 87. Torque is transmitted from the clutch outer cylinder 77 to the drive pinion shaft 17. Therefore, as described above, four-wheel drive traveling can be performed by the front wheels 73 and 75 and the rear wheels 41 and 43.

  When the vehicle speed increases and the speed of the input rotation to the rotating shaft 11 increases, the centrifugal force acting on the ball 151 gradually increases according to the rotating speed of the rotating shaft 11. Due to this centrifugal force, the ball 151 moves outward in the radial direction, and the contact force against the cam surfaces 161 and 163 is increased. By increasing the contact force of the ball 151 against the cam surfaces 161 and 163, the movable portion 159 moves against the urging force of the coil spring 155 toward the pump cam 141 due to the reaction force from the receiving portion 157. By this movement of the movable portion 159, the pump cam 141 is also moved in the same direction, and the contact position of the peak portion 145 with respect to the plunger 143 changes. Due to the change in the contact position, the plunger 143 comes into elastic contact with a gradually lower portion (left side portion in FIG. 4) of the peak portion 145.

  When the plunger 143 comes into elastic contact with the lower portion of the peak portion 145, the amount of reciprocation of the plunger 143 decreases, and the amount of oil pumped from the oil reservoir 25 to the pressure accumulating chamber 113 gradually decreases. By such a decrease in the amount of pumping oil, the oil pressure in the pressure chamber 97 also decreases, and the fastening force of the friction multi-plate clutch 87 becomes weaker as the rotational speed of the rotating shaft 11 increases.

  When traveling at high speed, the plunger 143 comes into contact with the lowest part of the peak part 145 or the part without the peak part 145, and the reciprocation of the plunger 143 becomes extremely small or zero. Therefore, the amount of oil pumped from the oil reservoir 25 to the pressure accumulating chamber 113 via the pump portion 23 is extremely reduced or eliminated, the pressure in the pressure chamber 97 is reduced, and the fastening force of the friction multi-plate clutch 87 is reduced or almost reduced. It becomes zero. Thus, during high-speed traveling, torque transmission from the rotating shaft 11 to the drive pinion shaft 17 is little or not performed, and two-wheel drive traveling with the front wheels 73 and 75 is performed.

  When the vehicle speed decreases again and the input rotation speed of the rotating shaft 11 decreases, the centrifugal force of the ball 151 decreases, and the movement of the pump cam 141 is smoothly returned by the biasing force of the coil spring 155. When the low-speed running state is reached, the return of the pump cam 141 causes the plunger 143 to elastically contact the high position of the peak portion 145 of the pump cam 141, and the four-wheel drive is performed by strongly engaging the friction multi-plate clutch 87 as described above. You can make it run.

  In the middle of the low-speed traveling and the high-speed traveling, the pump cam 141 takes a relative position with respect to the plunger 143 at a position where the force based on the centrifugal force of the ball 151 and the urging force of the coil spring 155 are balanced. For this reason, the fastening force of the friction multi-plate clutch 87 suitable for the speed can be obtained according to the inclination of the peak portion 145, and stable four-wheel drive running can be performed.

  In this embodiment, the control valve 29 can be controlled to open and close by a controller 31. Accordingly, even when the friction multi-plate clutch 87 is fastened at high speed as described above at low speeds, the control valve 29 is controlled by signals from the vehicle speed sensor and the steering angle sensor when the automobile is turning at a low speed. By switching, the pressure in the pressure chamber 97 can be released, and the engagement of the friction multi-plate clutch 87 can be released. By releasing the engagement of the friction multi-plate clutch 87, the so-called tight corner braking phenomenon can be eliminated, and the low-speed turning traveling can be performed smoothly.

  Further, the controller 31 switches the control valve 29 or adjusts the opening degree according to the oil temperature sensor signal for detecting the oil temperature of the transmission oil in the carrier cover 7, and supplies the pressure to the pressure chamber 97. The pumping state can be changed. By this adjustment, the oil is pumped according to the oil temperature, and the engagement control of the friction multi-plate clutch 87 according to the rotation speed of the rotating shaft 11 can be more reliably performed.

  As described above, in the first embodiment of the present invention, the degree of unevenness of the pump cam 141 with respect to the plunger 143 can be changed by moving the pump cam 141 with respect to the plunger 143 by the control means 149 and changing the relative position between the two. it can.

  Accordingly, the torque transmission control characteristic of the torque transmission device 1 is not fixed, and various torque transmission control characteristics can be selected depending on how the relative relationship between the pump cam 141 and the plunger 143 is set. For example, as described above, the degree of unevenness of the pump cam 141 with respect to the plunger 143 is controlled to be reduced or eliminated during high-speed rotation and increased during low-speed rotation, so that the oil pressure characteristic for torque transmission control characteristics can be obtained during high-speed rotation. It is weak and sufficient pressure characteristics can be obtained during low-speed rotation.

  For this reason, it is possible to reduce the transmission torque or stop the torque transmission by reliably operating the clutch portion 21 when the input rotation speed is low and weakening or releasing the engagement of the friction multi-plate clutch 87 at the high speed. That is, the action of the clutch portion 21 can be changed according to the speed of the input rotation to the rotating shaft 11, in other words, the vehicle speed.

  Since the control means 14 includes a ball 151, a cam portion 153, and a coil spring 155, the centrifugal force of the ball 151 increases as the input rotation speed increases, and the cam 15 resists the biasing force of the coil spring 155. The relative positions of the pump cam 141 and the plunger 143 can be reliably changed via the portion 153. In addition, a special actuator such as a motor is not required, and the structure can be simplified.

  It is also possible to set the inclination direction of the peak portion 145 of the pump cam 141 to be opposite to the above, and to make the plunger 143 elastically contact the high position of the peak portion 145 when the vehicle speed is high.

  FIG. 5 is an enlarged cross-sectional view of a pump and control means according to the second embodiment of the present invention, and corresponds to FIG. Components corresponding to those of the first embodiment are denoted by the same reference numerals, and the overall configuration of the four-wheel drive vehicle will be described with reference to FIG. 1, and the overall configuration of the torque transmission device will be described with reference to FIGS.

  In the present embodiment, as shown in FIG. 5, the control means 149A is changed with respect to the pump portion 23A. The control means 149A of this embodiment is a piston cylinder device 173 and includes a coil spring 155. The piston cylinder device 173 includes a cylinder 175 and a piston 177. A pressure receiving chamber 179 formed between the cylinder 175 and the piston 177 is connected to the pressure accumulating chamber 113 of the accumulator 27.

  The piston 177 is integrally provided with a linkage pressing portion 181, and the linkage pressing portion 181 is in contact with one end surface of the pump cam 141 via a thrust bearing 183.

  Accordingly, when the input rotational speed of the rotary shaft 11 increases as the vehicle speed increases, the hydraulic pressure fed to the pressure receiving chamber 179 increases accordingly, and the piston 177 moves relative to the cylinder 175 according to the hydraulic pressure. By this movement, the linkage pressing portion 181 moves the pump cam 141 against the coil spring 155 via the thrust bearing 183.

  Due to such movement of the pump cam 141, as in the first embodiment, the friction multi-plate clutch 87 is strongly engaged during low-speed traveling to perform four-wheel drive traveling, and the friction multi-plate clutch 87 is engaged during high-speed traveling. It is possible to obtain the same control action as described above, such as canceling and causing the two-wheel drive running.

  Therefore, the friction multi-plate clutch 87 can be reliably controlled according to the input rotation, and the structure is simplified without requiring a special drive source while controlling the movement of the pump cam 141 using hydraulic pressure. Can do.

  In this embodiment, the inclination direction of the peak portion 145 of the pump cam 141 can be set opposite to the above, and the plunger 143 can be elastically contacted with the high position of the peak portion 145 when the vehicle speed is high.

  6 is an enlarged cross-sectional view of the pump unit and the control means according to the third embodiment of the present invention, and corresponds to FIG. Components corresponding to those of the first embodiment are denoted by the same reference numerals, and the overall configuration of the four-wheel drive vehicle will be described with reference to FIG. 1, and the overall configuration of the torque transmission device will be described with reference to FIGS.

  In the present embodiment, the control means 149B is configured by an actuator 185 electrically controlled by the controller 31 for the pump portion 23B. The actuator 185 includes a drive rod 187 and a fork 189. The drive rod 187 is supported on the carrier cover 7 side so as to reciprocate in a direction along the axis. A linear motor (not shown) is attached to the carrier cover 7 side, and the drive rod 187 is reciprocated by the linear motor. The linear motor is connected to the controller 31 as indicated by a broken line in FIG. 1 and receives a drive control signal.

  The fork 189 is fixed to the drive rod 187 and moves together with the drive rod 187. The tip of the fork 189 is loosely engaged with the circumferential groove 191 of the pump cam 141B.

  Therefore, the controller 31 receives the vehicle speed signal and outputs it to the linear motor, which moves the drive rod 187 in the direction along the axis. By this movement, the circumferential groove 191 receives a moving force via the fork 189, and the pump cam 141B moves against the urging force of the coil spring 155 by the moving force.

  Therefore, also in the present embodiment, as in the first embodiment, the fastening force of the friction multi-plate clutch 87 can be controlled according to the vehicle speed.

  In this embodiment, the plunger 143 is elastically brought into contact with the high position of the peak portion 145 when the vehicle speed is high by control according to the vehicle speed of the linear motor without particularly changing the inclination direction of the peak portion 145 of the pump cam 141B. Can be done easily. For this reason, the fastening mode of the friction multi-plate clutch 87 according to the vehicle speed can be further expanded.

  FIG. 7 is an enlarged sectional view of the pump unit and the control means according to the fourth embodiment of the present invention, and corresponds to FIG. Components corresponding to those of the first embodiment are denoted by the same reference numerals, and the overall configuration of the four-wheel drive vehicle will be described with reference to FIG. 1, and the overall configuration of the torque transmission device will be described with reference to FIGS.

  In the present embodiment, the control means 149 </ b> C for the pump portion 23 </ b> C is configured by an actuator 193 that is electrically controlled by the controller 31 as in the third embodiment.

  The actuator 193 includes an electric motor 195 supported on the carrier cover 7 side. The electric motor 195 is electrically connected to the controller 31 and receives a drive control signal, as indicated by a broken line in FIG.

  A pinion gear 199 is attached to the drive shaft 197 of the electric motor 195. A gear plate 201 is engaged with the pinion gear 199. A link pressing portion 203 is provided on the inner periphery of the gear plate 201. The linkage pressing portion 203 is in contact with the pump cam 141 via the thrust bearing 205. A cam portion 207 is provided between the gear plate 201 and the carrier cover 7.

  Therefore, the gear plate 201 is rotationally driven via the drive shaft 197 and the pinion gear 199 by the rotation control according to the vehicle speed of the electric motor 195 by the controller 31. The cam portion 207 works by the rotation of the gear plate 201, and the gear plate 201 receives a moving force with respect to the carrier cover 7 side. The movement of the gear plate 201 causes the pump cam 141 to move against the urging force of the coil spring 155 via the thrust bearing 205.

  Therefore, also in this embodiment, the engagement of the friction multi-plate clutch 87 can be controlled according to the vehicle speed.

  Also in this embodiment, the controller 31 controls the electric motor 195 so that, similarly to the third embodiment, when the vehicle speed is high, the plunger 143 is simply brought into elastic contact with the high position of the peak portion 145 of the pump cam 141. Can do.

  Furthermore, since the pump cam 141 is moved by the combination of the electric motor 195 and the cam portion 207, the electric motor 195 can be reduced in size and can be made compact overall.

  FIGS. 8 and 9 relate to Embodiment 5 of the present invention, FIG. 8 corresponds to FIG. 2 and is a longitudinal sectional view showing a mounting state of the torque transmission device, and FIG. 9 is an enlarged sectional view of the main part. In addition, the same code | symbol is attached | subjected to the component corresponding to Example 1, and the whole structure of a four-wheel drive vehicle is demonstrated with reference to FIG.

  In the torque transmission device 1D of the present embodiment, the back pressure chamber 209 of the pump portion 23D provided in the carrier cover 7D communicates with the bottom portion on the clutch portion space 139 side via the through hole 211 and via the small hole 213. It communicates with the accumulator 27D side. The through-hole 211 is provided with a suction valve 215 that is assembled with a plug. A reed valve 217 is attached to the small hole 213 on the accumulator 27D side.

  Therefore, when the plunger 143D reciprocates against the urging force of the coil spring 172D with respect to the pump cam 141D by the action of the pump portion 23D, the pressure in the back pressure chamber 209 increases. The suction valve 215 is opened by this pressure increase, and oil is sucked from the clutch portion space 139 side. In a state where oil is sucked into the back pressure chamber 209, when the pressure in the back pressure chamber 209 increases due to the action of the pump portion 23D, the reed valve 217 opens, and the oil is pumped from the small hole 213 to the accumulator 27D side.

  The pump cam 141D moves relative to the plunger 143D according to the vehicle speed by the control means 149D. That is, the control means 149 to 149C shown in FIGS. 4 to 7 are used as the control means 149D. Similarly, the uneven portion constituted by the pump cam 141D and the plunger 143D and the reciprocation according to the speed of the input rotation to the rotary shaft 11 are reciprocated. Causes relative movement of the body.

  Thus, even in this embodiment, the oil can be pumped to the pressure chamber 97 according to the vehicle speed, and the same effect as described above can be obtained.

  Of course, the structure of the fifth embodiment can be applied to each of the above embodiments.

  FIG. 10 relates to a sixth embodiment of the present invention, in which a torque transmission device as an example of an operation control device is a rear differential device 219. Components corresponding to those of the first embodiment are denoted by the same reference numerals, and the configuration of the pump unit and the control means will be described with reference to FIGS. 4 to 7, and the overall configuration of the four-wheel drive vehicle will be described with reference to FIG.

  In FIG. 10, the differential case 221 and the left and right rotating shafts 223 and 225 of the rear differential device 219 form a pair of rotating members in this embodiment.

  A shaft concave portion 231 is provided on the end surface of the left rotation shaft 223, and a shaft convex portion 233 provided on the end portion of the right rotation shaft 225 is fitted so as to be relatively rotatable, so that the left and right rotation shafts 223 and 225 are located between each other. It is supported by. Press plates 235 and 237 are integrally provided at opposite ends of the left and right rotation shafts 223 and 225.

  Coupling flanges 239 and 241 are attached to the outer ends of the left and right rotating shafts 223 and 225, respectively. These coupling flanges 239 and 241 are fixed by nuts (not shown) fastened to the outer ends of the left and right rotation shafts 223 and 225. The connecting flanges 239 and 241 of the left and right rotating shafts 223 and 225 are connected to the axle shafts 37 and 39 side through ball joints or the like. In this state, the left and right rotation shafts 223 and 225 can slightly move in the left and right outer directions along the rotation axis.

  Left and right friction multi-plate clutches 243 and 245 are interposed between the differential case 221 and the left and right rotating shafts 223 and 225. Left and right pressure receiving members 247 and 249 are interposed between the left and right friction multi-plate clutches 243 and 245 and the differential case 221. The differential case 221, the left and right rotating shafts 223 and 225, and the left and right frictional multi-plate clutches 243 and 245 constitute a left and right torque transmitting portion as an operating portion of this embodiment.

  The differential case 221 is rotatably supported on the differential carrier 9E side by ball bearings 251 and 253. Left and right pressurizing pistons 95Ea and 95Eb are supported by left and right cylinder portions 255 and 257 on the differential carrier 9E. Left and right pressure chambers 97Ea and 97Eb are formed between the left and right pressurizing pistons 95Ea and 95Eb and the left and right cylinder portions 255 and 257, respectively. The left and right pressurizing pistons 95Ea and Eb are supported on the left and right rotating shafts 223 and 225 by ball bearings 259 and 261 so as to be relatively rotatable.

  Outside the pressure pistons 95Ea and 95Eb, the left and right cylinder portions 255 and 257 are provided with seals 267 and 269 via seal support plates 263 and 265, respectively. Dust covers 271 and 273 are disposed outside the seals 267 and 269 and are attached to the coupling flanges 239 and 241.

  In this embodiment, the drive pinion shaft 17E is rotatably supported by the shaft support portion 9Ea via a pair of tapered roller bearings 119 and 121. An oil seal 125E is interposed between the seal slide ring 125E and the shaft support portion 9Ea adjacent to the tapered roller bearing 119.

  A pump portion 23E is provided between the drive pinion shaft 17E and the shaft support portion 9Ea of the differential carrier 9E between the oil seal 125E and the seal 105 at the end of the shaft support portion 9Ea. The pump part 23E employs, for example, any one of the first to fourth embodiments. The plunger 143 (FIGS. 4 to 7) of the pump portion 23E is supported on the shaft support portion 9Ea side.

  The rotation is input to the differential case 221 as the rotating member via the drive pinion shaft 17E, the drive pinion gear 19E, and the ring gear 35E. The pump unit 23E is configured to pump oil, which is a working fluid, in response to input rotation to the differential case 221.

  The concavo-convex portion and the reciprocating body constituted by the pump cam 141 and the plunger 143 (FIGS. 4 to 7) and the like of the pump portion 23E are changed in their relative positions by the control means 149E. That is, the control means 149 to 149C of FIGS. 4 to 7 are used as the control means 149E, and similarly, the unevenness constituted by the pump cam 141 and the plunger 143 etc. according to the speed of input rotation to the differential case 221 that is a rotating member. The relative movement of the part and the reciprocating body is performed.

  The pump 23E is connected to the discharge port of the oil reservoir 25E and is connected to the accumulator 27E. The control valve 29E is connected in communication with the left and right pressure chambers 97Ea and 97Eb.

  The coupling flange 101E attached to the drive pinion shaft 17E is interlocked with the propeller shaft 5 (FIG. 1) via the constant velocity joint 15.

  Therefore, if there is torque input from the propeller shaft 5 (FIG. 1) side, the pump unit 23E works. By the action of the pump 23E, oil is pumped from the oil reservoir 25E to the pressure chambers 97Ea and 97Eb through the accumulator 27E and the control valve 29E, and the pressurizing pistons 95Ea and 95Eb move outward in the axial direction. Due to the movement of the pressurizing pistons 95Ea and 95Eb, the moving force in the same direction is transmitted to the left and right rotating shafts 223 and 225 via the ball bearings 259 and 261. When the left and right rotating shafts 223 and 225 move outward in the axial direction by this moving force, the pressing plates 235 and 237 move in the same direction. By this movement, the left and right friction multi-plate clutches 243 and 245 are fastened between the pressing plates 235 and 237 and the left and right pressure receiving members 247 and 249.

  Therefore, the torque input to the drive pinion shaft 17E is transmitted to the differential case 221 via the drive pinion gear 19E and the ring gear 35E, and is transmitted from the differential case 221 to the left and right rotary shafts 223 and 225 via the left and right friction multi-plate clutches 243 and 245. The Torque is transmitted from the left and right rotating shafts 223 and 225 to the left and right rear wheels 41 and 43 via the left and right axle shafts 37 and 39, and the vehicle can travel in a four-wheel drive state as described above.

  The pumping of oil to the pressure chambers 97Ea and 97Eb by the pump unit 23E changes according to the speed of the input rotation to the differential case 221, and, for example, when the vehicle is running at a low speed, the left and right friction multi-plate clutches 243 and 245 are strengthened. It can be fastened and run by four-wheel drive, and can be run in a two-wheel drive state by releasing the engagement of the frictional multi-plate clutches 243 and 245 at high speed.

  Further, the friction multi-plate clutches 243 and 245 are fastened with a fastening force corresponding to the vehicle speed from low speed running to high speed running, so that stable four-wheel drive can be performed.

  Further, the controller 31 controls the control valve 29E based on detection signals from the vehicle speed sensor, the steering angle sensor, the front and rear wheel rotational speed sensor, the oil temperature sensor, etc., for example, to individually control the pressures in the pressure chambers 97Ea and 97Eb. Can be adjusted. By adjusting the pressure, the fastening force of the left and right friction multi-plate clutches 243 and 245 can be controlled separately, and for example, it can be oversteered at low speeds or understeered at high speeds.

  The torque transmission device of the present embodiment can also be configured as a front differential device.

  The torque transmission device can be provided as the torque transmission device 1F on the output shaft 47 of the transfer 46 in FIG.

  In the above embodiment, the operation unit of the operation control device is provided as a torque transmission unit that is a driving force transmission unit of an automobile. For example, a switching mechanism unit that switches a shift state of a transmission gear, or a metal belt or a toroid, for example, is used. It is also possible to provide a switching mechanism for switching the shift state of the continuously variable transmission that can continuously change the shift state.

(Example 1) which is a skeleton top view of a four-wheel drive vehicle. (Example 1) which is a longitudinal cross-sectional view which shows the attachment state of a torque transmission apparatus. (Example 1) which is an expanded sectional view of the principal part. (Example 1) which is an expanded sectional view of a pump part and a control means. (Example 2) which is an expanded sectional view of a pump part and a control means. (Example 3) which is an expanded sectional view of a pump part and a control means. (Example 4) which is an expanded sectional view of a pump part and a control means. (Example 5) which is a longitudinal cross-sectional view which shows the attachment state of a torque transmission apparatus. (Example 5) which is an expanded sectional view of the principal part. (Example 6) which is a cross-sectional view of the periphery of the rear differential device. It is a longitudinal cross-sectional view which shows the attachment state of a torque transmission apparatus (conventional example).

Explanation of symbols

1,1D torque transmission device (motion control device)
23, 23A, 23B, 23C, 23D, 23E Pump part 21 Clutch part (torque transmission part, operation part)
11 Rotating shaft (Rotating member)
17, 17E Drive pinion shaft 149, 149A, 149B, 149C, 149D, 149E Control means 141, 141B, 141D Pump cam (uneven portion)
143, 143D Plunger (reciprocating body)
149, 149A, 149B, 149C, 149D, 149E Control means 151 Ball (control means)
153 Cam part (control means)
172,172D Coil spring 173 Piston cylinder device (control means)
185, 193 Actuator (control means)
219 Rear differential device (motion control device)
221 Differential case (rotating member, torque transmission part, action part)
223 Left rotation shaft (rotating member, torque transmission unit, operation unit)
225 Right rotation shaft (rotating member, torque transmission unit, operation unit)
243 Left friction multi-plate clutch (torque transmission part, action part)
245 Right friction multi-plate clutch (torque transmission part, action part)

Claims (9)

An operation unit that changes state according to the pressure of the working fluid;
A pump unit that generates pressure of the working fluid in response to input rotation to the rotating member,
The pump portion is supported by the circumferential uneven portion formed on one of the fixed side and the rotating member and supported by the other, and is reciprocated by relative rotation with the uneven portion to pump the working fluid. A reciprocating body for performing
The concavo-convex portion is formed such that the degree of concavo-convex gradually changes in the direction along the rotation axis,
The concavo-convex portion and the reciprocating body are supported so as to be relatively movable in a direction along the rotation axis,
An operation control apparatus comprising control means for performing relative movement between the concave and convex portions and the reciprocating body. The operation control apparatus according to claim 1,
The said control means changes the relative position of the said uneven | corrugated | grooved part and a reciprocating body according to the speed of the input rotation to a rotation member, The operation control apparatus characterized by the above-mentioned. The operation control device according to claim 2,
The control means includes a ball that is provided on the rotating member and moves by a centrifugal force due to input rotation of the rotating member, and a cam that receives the moving force in a direction along the rotation axis by the movement of the ball and performs the relative movement. The operation control apparatus characterized by being a part. The operation control device according to claim 2,
The operation control device according to claim 1, wherein the control means is a piston cylinder device that receives the pressure of the working fluid and performs the relative movement. The operation control device according to claim 1 or 2,
The operation control device according to claim 1, wherein the control means is an actuator that is electrically controlled by a controller to cause the relative movement. The operation control device according to any one of claims 1 to 5,
The operating unit includes a torque transmission unit that changes a torque transmission state between a pair of rotating members, a switching mechanism unit that switches a transmission state of a transmission gear, or a continuously variable transmission that can continuously change a transmission state. An operation control device characterized by being a switching mechanism section for switching a shift state. The operation control device according to claim 6,
The said torque transmission part controls the torque transmission state of the two-wheel drive state of a four-wheel drive vehicle, and a four-wheel drive state, The operation control apparatus characterized by the above-mentioned. The operation control device according to claim 6 or 7,
The operation control device, wherein the torque transmission unit is provided on an input side to a driven differential device of a four-wheel drive vehicle or on an output side of a transfer. The operation control device according to claim 6 or 7,
The said torque transmission part is provided in the differential apparatus of a four-wheel drive vehicle, The operation control apparatus characterized by changing the torque transmission state to a right-and-left axle shaft.

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