JP2001012508A - Coupling - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve durability of a coupling by reducing moving resistance of an armature, improving quickness of response, reducing number of items, and thereby reducing abrasion of items. SOLUTION: This coupling has followings. A clutch 7 is arranged between torque transmission members 3 and 5. A second cam mechanism 19 is arranged for connecting the clutch 7. An electromagnet 21 moves an armature 13. A gap 87 is formed between a magnetic member 25 on the side of a member 3 and the armature 13. A first cam mechanism 17, receiving the moving force of the armature 13, actuates the second cam mechanism 19. In such a coupling, the gap 87 is adjusted by connecting the armature to the magnetic member 25 by means of an energizing member 11, for forming a clearance 67 between the member 3 and the armature 13 in a diameter direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a coupling operated by an electromagnet.

[0002]

2. Description of the Related Art As a structure of a conventional coupling, for example, a coupling 401 (driving force transmitting device) as shown in FIG.

Further, U.S. Pat. S. Patent 30004
No. 79 describes a coupling 501 (electromagnetic clutch) as shown in FIG.

[0004] A coupling 401 is disposed in a rear-wheel-side power transmission system of a four-wheel drive vehicle, and controls connection and disconnection of the rear wheel side and control of driving force transmitted to the rear wheel side.

[0005] The coupling 401 includes a rotating case 40.
3, inner shaft 405, multi-plate clutch 407, pressure plate 409, armature 411, intermediate cam member 413, first cam 415, second cam 417,
It comprises a spring 419, an electromagnet 421, a controller and the like.

The rotating case 403 and the inner shaft 40
Reference numeral 5 is disposed so as to be relatively rotatable, and the inner shaft 405 penetrates inside the rotating case 403.

The rotary case 403 is connected to a transfer-side propeller shaft 423, the inner shaft 405 is connected to a propeller shaft 425 by a spline, and the inner shaft 405 is connected to the rear differential side.

[0008] Pressure plate 409 and armature 4
Numerals 11 are spline-connected to the inner periphery of the rotating case 403, respectively.

The intermediate cam member 413 is disposed between the pressure plate 409 and the armature 411 so as to be relatively rotatable.

The first cam 415 is provided between the armature 411 and the intermediate cam member 413. As shown in FIG. 6, the first cam 415 has a cam groove 4 provided on the outer periphery of the intermediate cam member 413.
27, and a roller 429 that engages with the cam groove 427.

The cam grooves 427 are provided at a plurality of positions at equal intervals in the circumferential direction, and are inclined with respect to the axial direction. Also,
The roller 429 is rotatably supported by the armature 411.

The second cam 417 is a ball cam, and is provided between the pressure plate 409 and the intermediate cam member 413.

The spring 419 is disposed between the armature 411 and the intermediate cam member 413.
3 is pressed toward the second cam 417 to absorb backlash and improve response.

When the excitation of the electromagnet 421 is stopped, the spring 419 returns the armature 411 to the neutral position in the rotational direction and returns the intermediate cam member 413 to the neutral position in the axial direction, thereby generating unnecessary torque. Is preventing that.

A rotor 431 as a magnetic circuit member is connected to the rotating case 403, and the electromagnet 421 is attached to a concave portion 433 provided in the rotor 431.

The rotor 431 is provided with a contact surface 435 for contacting the armature 411.
1 and the contact surface 435, an air gap 437 is formed.

The biasing force of the spring 419 is applied to the intermediate cam member 4.
The armature 411 is axially positioned by the cam force generated from the cam groove 427 of the thirteenth and applied to the roller 429, and the air gap 437 is maintained at a predetermined value.

Rotating case 403 and inner shaft 40
5, a sealed space is formed, oil is sealed in the sealed space, and the multi-plate clutch 407, the first cam 4
15. Lubricate sliding parts such as the second cam 417.

The controller excites the electromagnet 421, controls the excitation current, and stops the excitation.

When the electromagnet 421 is excited, a magnetic loop 439 is formed in the magnetic circuit including the air gap 437, and as shown in FIG.
At the same time, it is sucked in the direction of arrow 441.

When the roller 429 moves in the direction of the arrow 441 and presses the cam groove 427 of the intermediate cam member 413, the first cam 415 operates and the intermediate cam member 413
Rotate in the direction of 43.

When the intermediate cam member 413 rotates in the direction of the arrow 443, the second cam 417 operates, and the multi-plate clutch 407 is pressed via the pressure plate 409 by the cam thrust force to be engaged.

As described above, the electromagnet 421 is connected to the armature 4
When 11 is sucked, the first cam 415 operates to operate the second cam 417, and the multi-plate clutch 407 is engaged.

When the coupling 401 is connected in this way, the driving force of the engine is sent to the rear wheels, and the vehicle enters a four-wheel drive state, so that the running performance on rough roads and the stability of the vehicle body are improved.

When the exciting current of the electromagnet 421 is controlled, the cam force of the first cam 415 changes and the second cam 417
Is changed, the slip occurs in the multi-plate clutch 407, and the driving force transmitted to the rear wheels is adjusted. Controlling the driving force distribution ratio between the front and rear wheels in this way improves, for example, the maneuverability and stability of the vehicle during turning.

When the excitation of the electromagnet 421 is stopped, the spring 4
Armature 41 by return spring function of 19
1 (roller 429) returns to the neutral position, and the first cam 4
The cam force of No. 15 disappears, the cam thrust force of the second cam 417 also disappears, the multi-plate clutch 407 is released, the connection of the coupling 401 is released, and the vehicle enters the two-wheel drive state.

The coupling 501 shown in FIG. 7 is housed in the housing 503 on the stationary side, and the rotating case 5 on the input side.
05, output side inner shaft 507, multi-plate type main clutch 509, ball cam 511, cam member 51
3, 515, pressure ring 517, pilot clutch 519, disc spring 521, pilot clutch member 5
23, 525, an armature 527, an electromagnet 529 and the like.

The rotating case 505 is connected to a driving force source,
The inner shaft 507 is connected to the driven device.

The main clutch 509 includes a rotating case 505
Clutch housing 531 and inner shaft 507
Is disposed between the clutch hub 533 and the clutch hub 533.

The ball cam 511 includes cam members 513 and 51
5 are provided.

The pressure ring 517 includes the cam member 51.
3 and is connected to the clutch hub 533 of the inner shaft 507 so as to be movable in the axial direction.

The pilot clutch 519 includes a disc spring 52
1 and pilot clutch members 523 and 525.

The inner peripheral portion of the disc spring 521 is
5, and a pilot clutch member 523 and an armature 527 are fixed to the outer peripheral portion in directions opposite to each other in the axial direction. The pilot clutch member 525 is fixed to the clutch housing 531 of the rotating case 505. The disc spring 521 connects the pilot clutch member 523 to the pilot clutch member 525 (the rotating case 5).
05).

The electromagnet 529 is fixed to the housing 503, and when excited, attracts the armature 527 and separates the pilot clutch member 523 on the disc spring 521 from the pilot clutch member 525 on the rotating case 505 side.

When the excitation of the electromagnet 529 is stopped, the pilot clutch member 523 is pressed by the pilot clutch member 525 on the rotating case 505 side by the disc spring 521 to operate the pilot clutch 519 as described above.

When the pilot clutch 519 operates,
The torque between the rotating case 505 and the inner shaft 507 is applied to actuate the ball cam 511, and the cam thrust force moves the pressure ring 517 via the cam member 513 to press and fasten the main clutch 509, thereby coupling the coupling 501. Concatenate.

When the electromagnet 529 is excited, as described above, the pilot clutch member 523 is rotated by the rotating case 5.
05, the operation of the pilot clutch 519 stops, the cam thrust force of the ball cam 511 disappears, the main clutch 509 is released, and the coupling 5
01 is released.

[0038]

According to the conventional structure, in the coupling 401, the armature 411 is spline-connected to the rotating case 403, and the torque applied to the spline is not only when the vehicle is running,
After that, even if the vehicle is stopped, due to the ground friction resistance of the wheels and the resistance of each part of the rotating system up to each wheel,
It never goes to zero. For this reason, armature 4
11 and frictional resistance is generated.

Since this frictional resistance becomes the movement resistance of the armature 411 and the armature 411 cannot move smoothly, the response of coupling, transmission torque control, and disconnection of the coupling 401 decreases, and these operations are unstable. become.

Moreover, the armature 411 and the rotating case 4
Since there is not a sufficient gap in the spline portion connecting to the armature 03, it is difficult for oil to escape when the armature 411 moves, and the above response is further reduced by the resistance of the oil.

However, if the size of the electromagnet 421 is increased in order to improve the response, the size of the coupling 401 becomes larger and the vehicle mountability is reduced, and the load on the battery is increased, and the fuel efficiency of the engine is reduced.

Further, since the spring 419 is disposed between the armature 411 and the intermediate cam member 413 which rotate relatively, the cam force of the first cam 415 is likely to be unstable, and it is difficult to accurately control the transmission torque.

Moreover, the armature 411 is positioned,
In order to adjust the air gap 437 to a predetermined value, three members, an intermediate cam member 413 (cam groove 427), a spring 419, and a roller 429 connected to the armature 411, are required. It is complicated, cumbersome to assemble, and expensive.

Further, the spring 4 converted by the cam groove 427
Since the axial component of the urging force of No. 19 serves as the positioning force of the armature 411 and the return spring function, the positioning force is insufficient.

In addition, it is inevitable that the rotation of the cam 427 is caught by the roller 429 and the cam groove 427 is caught on the sliding surface.

For such a reason, the positioning of the armature 411 becomes unstable, so that the air gap 437 tends to fluctuate.

Since the air gap 437, which greatly affects the suction force of the armature 411, is thus unstable,
In the coupling 401, the torque capacity is set accurately,
It is difficult to control transmission torque accurately.

In the coupling 501 shown in FIG. 7, the electromagnet 529 is fixed to the stationary side, and the pilot clutch member 523 and the armature 527 are rotated through the disc spring 521, the ball cam 511, and the pressure ring 517 to form a rotating inner member. It is connected to a shaft 507.

Therefore, when the coupling 501 is connected, the pilot clutch member 523 is not used until the rotating case 505 and the inner shaft 507 have the same rotation speed.
Is the pilot clutch member 525 on the rotating case 505 side.
Slides with.

Coupling 501 by electromagnet 529
Is released, the armature 527 slides on the electromagnet 529 until the rotation of the driven device stops.

By such sliding, wear of pilot clutch members 523 and 525 and armature 527 is promoted, and durability is reduced.

Therefore, according to the present invention, the movement resistance of the armature is small, the armature moves smoothly, the response to the operation is fast, the operation is stable, and the number of parts is small.
An object of the present invention is to provide a coupling that has a simple structure, is easy to assemble, is low in cost, is lightweight, compact, has excellent in-vehicle mountability, prevents wear of members, and has high durability.

[0053]

According to a first aspect of the present invention, a coupling includes a case-like torque transmitting member, an axial torque transmitting member disposed inside the case-like torque transmitting member, and a coupling between the two torque transmitting members. , A second cam mechanism for pressing and connecting the clutch, an armature disposed inside the case-like torque transmitting member, an electromagnet for moving the armature via a magnetic circuit, and a case-like torque. A gap formed between the magnetic member on the transmission member side and the armature, and constituting a part of the magnetic circuit;
A first cam mechanism that operates by receiving the moving force of the armature and operates the second cam mechanism by the cam force. The first cam mechanism is connected to the armature and the magnetic member via an urging member so that the armature and the magnetic member cannot rotate relative to each other. The biasing member forms the gap and a predetermined radial gap between the inner periphery of the case-shaped torque transmitting member and the outer periphery of the armature.

When the electromagnet is excited, a magnetic force loop is generated in the magnetic circuit, the armature moves against the urging force of the urging member, and the first cam mechanism operates by receiving the moving force, and the cam force is reduced. Then, the second cam mechanism operates, the clutch force is pressed by the cam force, the coupling is connected, and the torque is transmitted between the case-like torque transmitting member and the shaft-like torque transmitting member.

At this time, when the exciting current of the electromagnet is controlled, the armature moves due to the balance between the magnetic force of the electromagnet and the urging force of the urging member, and the cam force of the first cam mechanism changes to change the cam force of the second cam mechanism. The force changes, the clutch slips, and the transmission torque is adjusted.

When the excitation of the electromagnet is stopped, the armature returns to the original neutral position by the return spring function of the biasing member, the cam force is lost by both cam mechanisms, the clutch is released, and the coupling is disconnected. You.

In the coupling according to the first aspect, the magnetic member on the side of the case-shaped torque transmitting member and the armature are connected by the urging member to position the armature and form a gap with the magnetic member (adjustment). Further, a predetermined radial gap was formed between the inner periphery of the case-shaped torque transmitting member and the outer periphery of the armature.

Therefore, the armature 411 is connected to the rotating case 4
Unlike the conventional example of FIG. 5 in which the spline is connected to the spline 03, no frictional resistance is generated by the spline.

Further, unlike the conventional example in FIG. 5 in which the oil is applied to the movement of the armature 411 by the spline portion, the oil is easily released from the radial gap formed between the case-like torque transmitting member and the armature, and The resistance is greatly reduced.

In this way, the armature whose movement resistance has been greatly reduced moves smoothly, so that the coupling greatly improves the response of connection, transmission torque control, and disconnection, and stabilizes these operations.

Since it is not necessary to increase the size of the electromagnet in order to improve the response, it is possible to avoid an increase in the size of the coupling and a reduction in the mountability.

Further, in the case of a vehicle-mounted device, an increase in the load on the vehicle-mounted battery due to the electromagnet is prevented, and a decrease in engine fuel efficiency is prevented.

Further, the spring 41 is provided between the relatively rotating members.
Unlike the conventional example shown in FIG. 5 in which the cam force of the first cam 415 is unstable due to the arrangement of the biasing member 9, the urging member is disposed between the armature and the magnetic member on the case-shaped torque transmitting member side. Since the cam force of the one cam mechanism is stabilized, the transmission torque can be accurately controlled.

In addition, the configuration in which the positioning of the armature and the adjustment of the air gap are performed only by the urging member is performed by the armature 4.
The spring 419 and the intermediate cam member 413 (the cam groove 42) for positioning the air gap 11 and adjusting the air gap 437.
7) Unlike the conventional example of FIG. 5 which requires three members of the roller 429, the number of parts is small, the structure is simple, the assembly is easy, and the cost is low.

Further, unlike the conventional example of FIG. 5 in which the positioning force is insufficient and the roller 429 and the cam groove 427 cause the positioning, a sufficient positioning force can be obtained by the biasing member having the return spring function. In addition, since there is no resistance or snagging between members, positioning of the armature and adjustment of the gap are performed accurately, and the gap is stabilized.

Since the gap largely affecting the suction force of the armature is thus stabilized, the coupling can set the torque capacity accurately and control the transmission torque accurately.

At the time of connection, pilot clutch member 523
And a pilot clutch member 525 on the rotating case 505 side
Unlike the conventional example of FIG. 7 in which the armature 527 and the electromagnet 529 slide when the connection is released, the armature and the case-shaped torque transmitting member are connected by an urging member. Since sliding between the armature and peripheral members does not occur in various operations of control and disconnection, wear of these members is prevented, and durability is greatly improved.

As described above, the coupling according to the present invention has the above-described various effects with a simple structure in which the armature and the case-shaped torque transmitting member are connected by the urging member.

According to a second aspect of the present invention, there is provided the coupling according to the first aspect, wherein the biasing member is a disc spring, and an effect equivalent to that of the first aspect is obtained.

In addition to this, since the disc spring is thin, the device is compact in the axial direction, and the mountability is further improved.

In addition, since the disc spring provides a large urging force, the armature is accurately positioned by the large urging force, the gap is stabilized, and the response of the connection, the transmission torque control and the connection release is greatly improved. In addition to stabilizing the operation of the coupling, the disc spring is relatively inexpensive, so that the coupling can realize a lower cost, and the disc spring can be easily formed into a desired shape.
The present invention is easy to carry out.

According to a third aspect of the present invention, there is provided the coupling according to any one of the first and second aspects, further comprising an engagement portion for connecting the armature and the magnetic member so as to be movable in the axial direction. The same effects as those of the first and second aspects are obtained.

In addition, since the armature and the magnetic member are connected by the meshing portion, even if a large torque is applied to the biasing member connecting the armature and the magnetic member, the meshing portion shares this torque. The durability of the device is greatly improved, and the device functions normally for a long time.

Note that a frictional resistance is generated in the spline in FIG.
Unlike the conventional example, the urging member normally bears the torque, so that no frictional resistance is generated at the meshing portion.

If the couplings described in the related claims of the present invention are arranged in the power transmission system on the front wheel side or the rear wheel side of the four-wheel drive vehicle, the coupling and disconnection of the respective wheels can be performed. When the front wheels or the rear wheels are connected, the vehicle is in a four-wheel drive state, and when disconnected, the vehicle is in a two-wheel drive state.

In this case, the coupling is provided between the transfer and the front wheel side propeller shaft, between the front wheel side propeller shaft and the front differential (a differential device for distributing the driving force of the engine to the left and right front wheels), and between the transfer and the rear wheels. It can be placed between the side propeller shaft, between the rear wheel side propeller shaft and the rear differential (differential device that distributes the driving force of the engine to the left and right rear wheels), or the front wheel side propeller shaft and the rear wheel side May be arranged so as to divide the propeller shaft and connect the divided propeller shaft pieces.

Further, this coupling may be arranged on the front wheel differential and the rear wheel differential of the four-wheel drive vehicle and on the respective wheel-side axles.

Also in this case, when the coupling is connected,
When the vehicle enters the four-wheel drive state and the coupling is released, the differential gears rotate freely and differentially, thereby stopping the transmission of driving force to the wheels, and the vehicle enters the two-wheel drive state.

[0079]

Embodiments of the present invention will be described below in detail with reference to the drawings.

The coupling 1 (one embodiment of the present invention) will be described with reference to FIGS. 1, 2, 3 and 4.

The coupling 1 has the features of the first and second aspects. FIG. 1 shows the coupling 1, and FIGS. 3 and 4 show a power system of a four-wheel drive vehicle using the coupling 1. The left side of FIG. 1 corresponds to the front of these vehicles.
In addition, members and the like without reference numerals are not shown.

The power system shown in FIG.
1, transmission 203, transfer 205,
Front differential 207, front axles 209, 211, left and right front wheels 213, 215, propeller shafts 217, 219 of the rear wheels divided into front and rear sides, coupling 1, rear differential 221, rear axles 223, 225, left and right rear Wheel 227,
229 and the like.

The driving force of the engine 201 is transmitted from the output gear 231 of the transmission 203 to the differential case 235 of the front differential 207 via the ring gear 233, and from the front differential 207 via the front axles 209 and 211, the left and right front wheels 213 and 215. Further, by rotating the front rear propeller shaft 217 from the differential case 235 via the transfer 205, the coupling 1
Is transmitted to

When the coupling 1 is connected, the driving force of the engine 201 is transmitted from the rear differential 221 to the rear axle 223,
225 to the left and right rear wheels 227, 229,
The vehicle enters the four-wheel drive state.

On the other hand, when the coupling 1 is disconnected, the rear rear propeller shaft 219 and the rear differential 22
One or less is cut off and the vehicle enters the two-wheel drive state.

The power system shown in FIG.
1, transmission 303, transfer 305,
2-4 switching device 3 provided in transfer 305
07, front wheel side propeller shaft 309, front differential 311, front axles 313, 315, left and right front wheels 317, 3
19. Propeller shaft 32 on the rear wheel side divided into front and rear
1, 323, a coupling 1, a rear differential 325, rear axles 327, 329, left and right rear wheels 331, 333, and the like.

When the 2-4 switching device 307 is connected, the driving force of the engine 301 is transmitted from the transmission 303 to the transfer 305 and the 2-4 switching device 3.
07, the front wheel side propeller shaft 309 is rotated, and the front rear wheel propeller shaft 321 is rotated.

The rotation of the front wheel side propeller shaft 309 is
The front differential 311 is distributed to the left and right front wheels 317 and 319 via the front axles 313 and 315, and the rotation of the rear wheel propeller shaft 321 is transmitted to the coupling 1.

When the coupling 1 is connected, the driving force of the engine 301 is transmitted from the rear differential 325 to the rear axles 327, 3
The vehicle is distributed to the left and right rear wheels 331 and 333 via the vehicle 29, and the vehicle enters a four-wheel drive state.

On the other hand, when the coupling 1 is disconnected, the rear rear propeller shaft 323 and the rear differential 32
5 or less is cut off, and the vehicle enters the two-wheel drive state.

As described above, the coupling 1 is arranged by dividing the rear wheel side propeller shaft of the four-wheel drive vehicle, disconnecting and connecting the rear wheel side, and driving force transmitted to the rear wheel side. Control.

The coupling 1 is housed in a stationary casing attached to the vehicle body, and includes a rotating case 3 (a case-shaped torque transmitting member), an inner shaft 5 (a shaft-shaped torque transmitting member), a multi-plate clutch 7, a pressure Plate 9, disc spring 11 (biasing member), armature 13, intermediate cam member 15, first cam 17 (first cam mechanism), second cam
It comprises a cam 19 (second cam mechanism), an electromagnet 21, a controller and the like.

The rotating case 3 comprises a front case 23 and a rear rotor 25 (magnetic member on the case-like torque transmitting member side).
It is composed of

The case 23 is a torque transmitting member, and is made of a non-magnetic material. The rotor 25 forms a part of a magnetic circuit and is made of a magnetic material.

[0095] The case 23 and the rotor 25 are screwed together with a screw portion 27, and are positioned in the axial direction by abutting portions 29 of each other. In addition, a seal ring 31 is disposed between the case 23 and the rotor 25 to prevent oil leakage and entry of foreign substances such as moisture and dust.

A flange 37 is fixed to the case 23 of the rotating case 3 by stud bolts 33 and nuts 35. As shown in FIGS. 3 and 4, the flange 37 is connected to the flange 39 of the front rear propeller shafts 217 and 321.
And the rotating case 3 is connected to the transfer 20.
It is connected to the 5,305 side.

The inner shaft 5 penetrates into the inside of the rotating case 3 from the rear.

The rear shaft propeller shafts 219 and 323 on the rear side are spline-connected to the inner shaft 5, and the inner shaft 5 is connected to the rear differentials 221 and 325.

The front end of the rotating case 3 is supported on the propeller shafts 219 and 323 by ball bearings 41 on both sides at the case 23 and the rear end is supported by the inner shaft by the needle bearing 43 at the rotor 25. 5 is supported.

The inner shaft 5 is the propeller shaft 2
The propeller shafts 219, 323 are fastened and fixed to the propeller shafts 219, 323 via the inner races 47 of the ball bearings 41 by the nuts 45 screwed to the 19, 323.

The case 23 of the rotating case 3 and the rotor 25
X-rings 49 and 51 each having an X-shaped cross section are disposed between the inner shaft 5 and the inner shaft 5 to prevent oil leakage and intrusion of foreign matters such as moisture and dust.

The pressure plate 9 is connected to a spline 53 provided on the inner periphery of the case 23. The outer plate of the multi-plate clutch 7 is engaged with the spline 53.

As shown in FIG. 2, the disc spring 11 is formed by forming five arm portions 57 on a ring-shaped base portion 55. The base portion 55 is provided with five bolt holes 59, and each arm portion has 57 is provided with a rivet hole 61.

The armature 13 has a ring shape and, as shown in FIG. 1, the rivet 6 passing through the rivet hole 61 of each arm 57.
3 is fixed to the disc spring 11.

The base 55 of the disc spring 11 has a bolt hole 5
9, the rotor 25 of the rotating case 3 is
It is connected to.

Thus, the armature 13 is mounted on the disc spring 11
Floating supported by the rotor 25.

On the other hand, a predetermined gap 67 (radial gap) is formed between the outer circumference of the armature 13 supported by the rotor 25 by the disc spring 11 and the inner circumference of the case 23.

The intermediate cam member 15 is disposed between the pressure plate 9 and the armature 13 so as to be relatively rotatable.

The first cam 17 is provided between the armature 13 and the intermediate cam member 15.
And a pin 71 that engages with the cam groove 69.

A plurality of cam grooves 69 are provided at equal intervals in the circumferential direction, and are inclined with respect to the axial direction, similarly to the cam grooves 427 in FIG. The pin 71 is fixed to the armature 13.

The second cam 19 is a ball cam, and is provided between the pressure plate 9 and the intermediate cam member 15. Between the intermediate cam member 15 and the rotor 25, a second
Thrust bearing 7 receiving thrust reaction force of cam 19
3 are arranged.

[0112] The disc spring 11 causes the armature 1 to move by the urging force.
3 is held at a neutral position in the axial direction.

The disc spring 11 holds the intermediate cam member 15 at the neutral position in the rotational direction via the pin 71 of the armature 13 and the cam groove 69 by the position holding force in the rotational direction, and reduces the play of the second cam 19. It minimizes the response of rising and falling cam thrust force.

The core 75 of the electromagnet 21 is attached to a recess 77 provided in the rotor 25.

A ball bearing 79 is arranged between the rotor 25 and the core 75. A seal 81 is disposed between the rotor 25 and the core 75, and a seal 83 is disposed between the core 75 and the inner shaft 5.

The rotor 25 is provided with a contact surface 85 that comes into contact with the armature 13, and a gap 87 is formed between the armature 13 and the contact surface 85.

The gap 87 is maintained at a predetermined value by the disc spring 11 which supports the armature 13 by floating on the rotor 25.

A sealed space is formed between the rotating case 3 and the inner shaft 5 by the seal ring 31 and the X rings 49 and 51, and the sealed space is filled with oil.

The enclosed oil cools and lubricates each sliding portion of the multi-plate clutch 7 such as the plates, the first cam 17 and the second cam 19, and stabilizes the operation.

The controller excites the electromagnet 21, controls the excitation current, and stops the excitation.

When the electromagnet 21 is excited, the gap 87
A magnetic force loop 89 is formed in a magnetic circuit including
The armature 13 is sucked to the right in FIG. 1 against the urging force of 1, and the pin 71 integrated with the armature 13 is moved in the same direction.

When the pin 71 moves to the right, the cam groove 69 of the intermediate cam member 15 is pressed to operate the first cam 17, and the generated cam force in the rotating direction causes the intermediate cam member 15 to rotate.
Rotates.

When the intermediate cam member 15 rotates, the second cam 1
9, the pressure plate 9 moves leftward by the cam thrust force, and presses and engages the multi-plate clutch 7.

When the coupling 1 is connected in this manner, the driving force of the engines 201, 301 is transmitted to the rear wheels 227, 229, 331, 333, and the vehicle is brought into a four-wheel drive state.

When the exciting current of the electromagnet 21 is controlled, the armature 13 moves due to the balance between the magnetic force of the electromagnet 21 and the urging force of the disc spring 11, and the cam force of the first cam 17 changes to push the second cam 19. Pressure changes, multi-plate clutch 7
Slip occurs and the driving force transmitted to the rear wheel side is adjusted,
Thus, for example, when such a driving force adjustment is performed during a turning operation, the maneuverability and stability of the vehicle are improved.

When the excitation of the electromagnet 21 is stopped, the disc spring 1
Armature 13 by return spring function of 1
(Pin 71) returns to the neutral position, the cam force of the first cam 17 disappears, the cam thrust force of the second cam 19 disappears, the multi-plate clutch 207 is released, and the connection of the coupling 1 is released. Becomes a two-wheel drive state.

Further, the disc spring 11 returns the armature 13 to the neutral position in the axial direction, thereby positioning the intermediate cam member 15 at the neutral position in the rotational direction via the pin 71 and the cam groove 69 as described above. While the excitation of the electromagnet 21 is stopped, unnecessary cam force is prevented from being generated on the cams 17 and 19.

When the armature 13 moves due to the magnetic force of the electromagnet 21 and the urging force of the disc spring 11, the case 23
When the oil passes through the gap 67 provided therebetween, the resistance of the oil is greatly reduced, so that the armature 13 can move smoothly.

Further, by adopting a configuration in which the connecting spline between the case and the armature is not provided as in the conventional example shown in FIG. 5, the movement resistance of the armature due to the frictional resistance between these two members does not occur.

The coupling 1 is connected to the transfer system 205 in the power train shown in FIG.
And the front rear wheel propeller shaft 217 or, as indicated by the arrow 253, the rear rear wheel propeller shaft 2
19 and the rear differential 221.

In this case, as described above, the coupling 1
Is disposed between the propeller shafts 217 and 219, the connection and disconnection of the rear wheels 227 and 229 and torque control are performed.

The coupling 1 is indicated by arrows 255, 2
As shown by 57, the front differential 207 and the front axle 20
9, 211, or as shown by an arrow 259, in combination with a gear mechanism in the transfer 205. Furthermore, as indicated by arrows 261 and 263, they may be arranged between the rear differential 221 and the rear axles 223 and 225.

When the couplings 1 are connected, the vehicle enters the four-wheel drive state when the couplings 1 are connected. When the connection is released, the differential rotation of the front differential 207 becomes free, and the front wheels 213 and 213 are connected. The transmission of the driving force to 215 is stopped, and the vehicle enters the two-wheel drive state.

On the other hand, when it is arranged at the position of arrow 259, the same function as when it is arranged between the propeller shafts 217 and 219 as described above, or when it is arranged at the position of arrows 251 and 253 is obtained. .

When the couplings 1 are connected, the vehicle is in a four-wheel drive state when the couplings 1 are connected, and when the connection is released, the differential rotation of the rear differential 221 is free and the rear wheels are free. The transmission of the driving force to 227 and 229 is stopped, and the vehicle enters the two-wheel drive state.

In this case, the transfer 205
Is provided with a clutch (2-4 switching device) for interrupting the driving force transmitted to the rear wheels 227 and 229, the power transmission system below the rear wheel propeller shaft 217 is kept completely stationary. Is possible, and the engine 201
Fuel efficiency is improved.

The coupling 1 is connected to the transfer system 307 as shown by the arrow 351 in the power system shown in FIG.
And the front rear wheel propeller shaft 321 or, as indicated by an arrow 353, the rear rear wheel propeller shaft 3
23 and the rear differential 325, and the coupling 1 may be disposed between the transfer 307 and the front wheel side propeller shaft 309, or between the propeller shaft 309 and the front differential as indicated by arrows 355 and 357. 311.

As with the power system shown in FIG.
3, when the coupling 1 is disposed between the propeller shafts 321 and 323,
When the rear wheels 331 and 333 are connected and disconnected and torque control is performed, and when they are arranged at the positions of arrows 355 and 357, the front wheels 317 and 319 are connected and disconnected and torque control is performed.

Further, the coupling 1 is indicated by arrows 355, 35
7, hub clutches 359 and 361 are arranged between the front axles 313 and 315 and the front wheels 317 and 319, and if these couplings are released in conjunction with the coupling 1, the coupling 1 The power transmission system up to the front wheels 317 and 319 controls the rotation of the engine 301 and the front wheels 317 and 3.
19, the rotation is stopped, and noise, vibration, wear, and the like are greatly reduced, and the fuel efficiency of the engine 301 is improved.

The coupling 1 has arrows 363 and 36
As shown in FIG. 5, the front differential 311 and the front axle 313,
315, or between the rear differential 325 and the rear axles 327, 329 as indicated by arrows 367, 369.

When the couplings are connected to the front axles 313 and 315, the vehicle is in a four-wheel drive state when the coupling 1 is connected. When the connection is released, the differential rotation of the front differential 311 becomes free, and the front wheels 317 and 315 become free. The transmission of the driving force to 319 is stopped, and the vehicle enters the two-wheel drive state.

On the other hand, when the coupling is connected to the rear axles 327 and 329, the vehicle is in a four-wheel drive state when the coupling 1 is connected, and when the connection is released, the differential rotation of the rear differential 325 is free, and the rear wheel is free. The transmission of the driving force to 331 and 333 is stopped, and the vehicle enters the two-wheel drive state.

Thus, the coupling 1 is configured.

As described above, in the coupling 1, the rotor 25 of the rotating case 3 and the armature 13 are connected to the disc spring 11
The disc spring 11 positions the armature 13 to adjust the gap 87 with the rotor 25, and further forms a gap 67 between the rotating case 3 and the armature 13.

Therefore, the armature 411 is connected to the rotating case 4
Unlike the conventional example of FIG. 5 which is spline-connected to the coupling 03, the frictional resistance due to the spline does not occur, and the oil is easily removed, and the movement resistance of the armature 13 is greatly reduced, so that the coupling 1 can move smoothly. In this case, each response of connection, control of transmission torque, and disconnection is greatly improved, and these operations are stabilized.

Further, since it is not necessary to increase the size of the electromagnet 21 in order to improve the response, it is possible to avoid an increase in the size of the coupling 1 and a reduction in the mountability of the electromagnet 21 and to reduce the size of the electromagnet 2.
1 prevents the load on the battery from increasing.
1,301 fuel economy reduction is prevented.

In addition, the configuration in which the positioning of the armature 13 and the adjustment of the gap 87 are performed only by the disc spring 11 is the same as the conventional one shown in FIG. 5 in which three members, the intermediate cam member 413 (cam groove 427), the spring 419, and the roller 429, are required. Unlike the example, the number of parts is small, the structure is simple, the assembly is easy, and the cost is low.

Further, unlike the conventional example of FIG. 5 in which the positioning force of the armature 411 is insufficient and the roller 429 and the cam groove 427 are caught, the sufficient biasing force of the disc spring 11 causes the armature 13 to have a sufficient force. Since the positioning force is obtained and there is no resistance or snagging between the members, the positioning of the armature 13 and the adjustment of the gap 87 are accurately performed, and the gap 87 is stabilized.

Since the gap 87 which greatly affects the suction force of the armature 13 is thus stabilized, the coupling 1 can accurately set the torque capacity and can accurately control the transmission torque.

In addition, the pilot clutch member 523 and the pilot clutch member 525 on the rotating case 505 slide when connected, and the armature 527 when disconnected.
And the electromagnet 529 slides, unlike the conventional example of FIG.
The coupling 1 in which the armature 13 and the rotor 25 are connected by the disc spring 11 does not cause sliding between the armature 13 and peripheral members due to various operations such as connection, torque control, and disconnection.

Therefore, wear of the armature 13 and peripheral members is prevented, and the durability is greatly improved.

Further, since the disc spring 11 is thin in the axial direction, the coupling 1 using the disc spring 11 is compact in the axial direction, and the mountability on the vehicle is further improved.

Further, since the disc spring 11 is relatively inexpensive, the coupling 1 is inexpensive and the disc spring 11 can be easily formed into a desired shape, so that the present invention can be easily implemented.

According to a third aspect of the present invention, the armature and the magnetic member are connected to each other so as to be movable in the axial direction by a meshing portion. And the durability of the biasing member is greatly improved, so that a normal function can be obtained for a long period of time.

In addition, unlike the conventional example of FIG. 5, since the urging member normally bears the torque, no frictional resistance is generated at the meshing portion.

In the present invention, the clutch is not limited to the multi-plate clutch, but may be another type of friction clutch.

[0157]

According to the first aspect of the present invention, the armature is connected to the case-like torque transmitting member by the urging member, so that unlike the conventional example shown in FIG. The oil flows through the radial gap with the torque transmission member, so the movement resistance is greatly reduced, the armature moves smoothly, and the response of connection, transmission torque control and disconnection is greatly improved, and these operations are also performed. Becomes stable.

Further, since it is not necessary to increase the size of the electromagnet in order to improve the response, it is possible to avoid an increase in the size of the coupling and a decrease in the in-vehicle performance, and to prevent an increase in the load on the in-vehicle battery and a decrease in the engine fuel efficiency. You.

Further, unlike the conventional example of FIG. 5 in which the armature is disposed between the relative rotating members, the cam force of the first cam mechanism is stable and the operation is stable, so that the transmission torque can be accurately controlled. it can.

Further, unlike the conventional example of FIG. 5, the number of parts is small, the structure is simple, the assembly is easy, and the cost is low.

Further, unlike the conventional example shown in FIG. 5 in which the positioning force is insufficient and the roller 429 and the cam groove 427 are caught, a sufficient positioning force can be obtained by the biasing member having the return spring function. In addition, since there is no resistance or snagging between the members, the positioning of the armature and the gap adjustment are performed accurately, and the gap that greatly affects the suction force of the armature is always stable, so the torque capacity is set and the transmission torque is controlled. Can be performed accurately.

Further, unlike the conventional example in FIG. 7 in which the armature and the peripheral member slide at both the time of connection and the time of disconnection, the sliding of the armature and the peripheral member is performed by various operations such as connection, torque control, and disconnection. Since no wear occurs, these wears are prevented, and the durability is greatly improved.

According to the second aspect of the invention, the same effect as that of the first aspect is obtained, and the coupling using the thin disc spring is made compact in the axial direction, so that the on-board property is further improved.

Moreover, the large urging force of the disc spring causes
In addition to stabilizing the gap, greatly improving the response of connection, transmission torque control, and disconnection, and stabilizing the operation of the coupling, a relatively inexpensive disc spring reduces the cost of the coupling.

According to the third aspect of the present invention, the same effects as in any of the first and second aspects are obtained, and even if a large torque is applied to the biasing member connecting the armature and the case-shaped torque transmitting member, the engagement can be achieved. Since the portion shares this torque, the durability of the biasing member is greatly improved, and it functions normally for a long time.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view illustrating a coupling according to a first embodiment.

FIG. 2 is a plan view of a disc spring used in the coupling of the first embodiment.

FIG. 3 is a skeleton mechanism diagram showing a power system of a four-wheel drive vehicle using the coupling of the first embodiment.

FIG. 4 is a skeleton mechanism diagram showing a power system of another four-wheel drive vehicle using the coupling of the first embodiment.

FIG. 5 is a sectional view showing a first conventional example.

FIG. 6 is an enlarged sectional view of a main part of FIG. 5;

FIG. 7 is a sectional view showing a second conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Coupling 3 Rotation case (case-like torque transmission member) 5 Inner shaft (shaft-like torque transmission member) 7 Multiplate clutch (clutch) 11 Disc spring (biasing member) 13 Armature 17 1st cam (1st cam mechanism) 19) 2nd cam (2nd cam mechanism) 21 electromagnet 25 rotor (magnetic member on the case-shaped torque transmitting member side) 67 gap (predetermined radial gap) 87 gap between armature and rotor

Claims (3)

[Claims] 1. A case-shaped torque transmitting member, a shaft-shaped torque transmitting member disposed inside the case-shaped torque transmitting member, a clutch disposed between the two torque transmitting members, and pressing the clutch. A second cam mechanism to be connected, an armature disposed inside the case-shaped torque transmitting member, an electromagnet for moving the armature via a magnetic circuit, and a magnetic member on the case-shaped torque transmitting member side and the armature. A gap that is formed and forms a part of the magnetic circuit; and a first cam mechanism that operates by receiving a moving force of the armature and operates a second cam mechanism by the cam force. The member and the member are connected via a biasing member so that they cannot rotate relative to each other.
A coupling, wherein the gap is formed and a predetermined radial gap is formed between an inner periphery of the case-shaped torque transmitting member and an outer periphery of the armature. 2. The coupling according to claim 1, wherein the biasing member is a disc spring. 3. The coupling according to claim 1, wherein a coupling portion is provided for connecting the armature and the magnetic member so as to be movable in the axial direction.