JPH10231862A - Clutch mechanism and differential gear provided with this clutch mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a clutch mechanism and a differential gear provided with this clutch mechanism, wherein weight can be lightened and cost can be reduced, by a simple constitution. SOLUTION: Multi-disk clutches 35a, 35b provided respectively on two shafts arranged in parallel and each actuator 37a, 37b operating each clutch 35a, 35b connected are provided. The actuator 37a, 37b, by driving stepping motors 61, 61, by cam action of a drive/driven cam 65a, 67a, for instance, presses one clutch 35a connection operated, simultaneously with the other clutch 35b release operated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch mechanism used for controlling the distribution of driving force of a vehicle differential.

[0002]

2. Description of the Related Art As a conventional differential device using this kind of mechanism, for example, a device as shown in FIG. 10 is described in JP-A-8-35528.

FIG. 10 shows a rear differential of a four-wheel drive vehicle. In this rear differential 401, a driving force from an engine is input to a ring gear 407 fixed to a differential case 405 via a drive pinion 403. Bevel gear type differential mechanism 4
The right and left side gears 411 and 413 of the control mechanism 419 are connected to the left and right output shafts 415 and 417, respectively, and the input gear 421 of the control mechanism 419 is connected to the differential case 405. The pinion gear 423 is adjacent to the pinion gear 42.
5,427 and the pinion gears 425,4
27 meshes with the first and second sun gears 429 and 431, respectively. The first sun gear 429 on the speed increasing side and the second sun gear 429 on the speed decreasing side
The sun gear 431 and the sun gear 431 are input to the variable torque capacity type hydraulic multiple disc clutches 433 and 435, respectively, and transmitted to the right output shaft 417 via the integrated clutches 433 and 435. At this time, the friction torque caused by the operation of the clutch 433 or 435 is applied to the first sun gear 429 and the pinion gear 4.
25 and the pinion gear 423 and the input gear 421, or the second sun gear 431, the pinion gear 427 and the pinion gear 423, and the input gear 421. In this manner, when one of the clutches 433 and 435 whose speed has been increased or decelerated enters the driving force transmission state, the left and right output shafts 415 and 417
The distribution of driving force between the two is controlled.

[0004]

However, since the hydraulic multi-plate clutches 433 and 435 are used, an oil pump, a switching valve, piping, and a hydraulic actuator (not shown) for operating the clutch are required, which results in an increase in weight and cost. There are inconveniences that lead to high prices.

Accordingly, an object of the present invention is to provide a clutch mechanism capable of reducing weight and cost with a simple structure and a differential device provided with the same.

[0006]

Means for Solving the Problems In order to solve the above-mentioned problems, the invention according to the first aspect is based on a two-stage motor provided on a rotating shaft.
A set of friction clutches, and an actuator for intermittently operating each of the friction clutches. The actuator presses and engages each of the friction clutches via a cam member by driving a motor, and engages one of the friction clutches. The other friction clutch is released.

Therefore, unlike the above-mentioned conventional hydraulic friction clutch, a friction clutch which can be engaged by a simple actuator composed of a motor and a cam member can be obtained, and the weight and cost can be reduced.

According to a second aspect of the present invention, there is provided the clutch mechanism according to the first aspect, wherein each of the friction clutches is provided on two rotating shafts arranged in parallel.

Therefore, the same operation and effect as those of the first aspect can be obtained for each friction clutch provided on the two rotation shafts.

A third aspect of the present invention is the clutch mechanism according to the first or second aspect, wherein the actuator includes the motor and the cam member for each of the friction clutches.

Therefore, the same operation and effect as those of the first or second aspect of the present invention can be obtained, and the degree of freedom of setting the arrangement portion of each friction clutch is expanded.

According to a fourth aspect of the present invention, there is provided the clutch mechanism according to the first or second aspect, wherein the actuator is provided with one of the cam members provided for each of the friction clutches via a gear mechanism. Are operated simultaneously.

Therefore, the same operation and effect as those of the first or second aspect of the present invention can be obtained, and in addition, since only one motor is required, the configuration is simpler and the cost is more advantageous.

According to a fifth aspect of the present invention, there is provided the clutch mechanism according to the first or second aspect, wherein the actuator includes a cam member provided for each of the friction clutches via a worm gear mechanism. Are operated simultaneously.

Accordingly, the same operation and effect as those of the first or second aspect of the invention can be obtained, and the gear ratio can be set large by the worm gear mechanism, so that the adjustment of the clutch pressing amount becomes easier.

According to a sixth aspect of the present invention, there is provided the clutch mechanism according to the first or second aspect, wherein the actuator includes one of the cam members provided for each of the friction clutches via a link mechanism. Are operated simultaneously.

Therefore, the same operation and effect as those of the first or second aspect of the present invention can be obtained, and the interlocking operation of both clutches is facilitated when the respective clutches are spaced apart by utilizing the link mechanism. .

According to a seventh aspect of the present invention, there is provided a differential mechanism for distributing the driving force of the engine input to the differential case to the wheel side via a pair of output members, and a differential mechanism for distributing the engine driving force to the differential case. And a gear mechanism for increasing / decelerating connection with one of the clutch mechanism and the clutch mechanism according to claim 1 or 2 in a path of the gear mechanism.

Accordingly, the same operation and effect as those of the clutch mechanism of the first or second aspect can be obtained, and the hydraulic system member for fastening the hydraulic clutch as in the conventional example is not required. The configuration can be simplified, and the weight and cost can be reduced.

Further, the degree of freedom in the layout of the vehicle can be improved, and the axial length of the device can be reduced.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION

[First Embodiment] A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a skeleton diagram of a differential device to which the clutch mechanism of the embodiment is applied, and FIG. 2 is a conceptual diagram of the clutch mechanism of the embodiment.

As shown in FIG. 1, this differential device is a rear differential housed in a differential carrier 5 and includes a bevel gear type differential mechanism 1 and a driving force control mechanism 3 disposed adjacent to the right side thereof. Become. The driving force control mechanism 3 includes a gear mechanism 33, which will be described later, and a clutch mechanism (friction clutch) 34 for connecting and disconnecting the gear mechanism 33.

The differential mechanism 1 is configured as follows.

The driving force from the engine is input to a ring gear 11 fixed to the differential case 7 of the differential mechanism 1 via a drive pinion 9 rotatably mounted on the differential carrier 5. Differential case 7 has bearings 13,1
Both ends are rotatably supported by the differential carrier 5 via the gear 3, and are rotated by an input to the ring gear 11.

A pinion shaft 15 is fixed to the differential case 7 in a direction perpendicular to the rotation axis, and the pinion shaft 15 rotates integrally with the differential case 7. Pinion gears 17, 17 are rotatably supported on the pinion shaft 15, and the pinion gears 17, 17 are
And the left and right side gears 21 and 23 opposed to each other.

The left and right side gears 21 and 23 are connected to the output shafts 25 and 27, and drive the left and right rear wheels 29 and 31. The right output shaft (one of the output members) 27 extends rightward from the differential carrier 5 through the driving force control mechanism 3.

The gear mechanism 33 of the driving force control mechanism 3 includes:
The differential case 7 of the differential mechanism 1 and the right output shaft 27 are connected via a clutch mechanism 34 to increase and decrease the speed between the two 7, 27.

On the other hand, the clutch mechanism 34 of the driving force control mechanism 3 includes wet-type multi-plate clutches 35a and 35b (hereinafter, referred to as clutches 35a and 35b) disposed on the increase and decrease paths of the gear mechanism 33, respectively. Each clutch 35a,
Actuators 37a and 37 intermittently connect 35b, respectively.
b. The driving force control mechanism 3 is lubricated with an oil bath.

The gear mechanism 33 and the actuator 3
The clutch mechanism 34 including 7a and 37b is configured in detail as follows.

A hollow shaft 7a connected to the differential case 7 is disposed on the right output shaft 27 so as to be relatively rotatable, and a first gear 41 is fixed to the right end thereof. On the other hand, the first gear 41
The fourth gear 43 is fixed to the right output shaft 27 adjacent to.

As shown in FIG. 1, a 2a gear 45a and a 2b gear 45b meshing with the first gear 41 are provided in parallel, and the respective clutch shafts 47, 47 integrated with these gears 45a, 45b. The right end of each clutch 35
a, 35b, and are rotatably supported by clutch cases 51, 51 accommodating the respective clutches 35a, 35b. The clutch case 51 is fixed to the differential carrier 5 by a fixture 53.

A hub (not shown) is arranged concentrically on the shaft center side of the clutch housing 49. An outer plate 55 connected to the clutch housing 49 in the rotation direction and an inner disk 57 connected to the outer periphery of the hub in the rotation direction are alternately arranged in the axial direction.

A third hollow shaft concentric with the clutch shaft 47 is also provided.
An a gear 59a and a third gear 59b are provided on the inner periphery of the hub so as to be connected to each other in the rotational direction.
a, 59b mesh with the fourth gear 43 of the right output shaft 27;

Each of the actuators 37a and 37b to be described later
When the upper clutch 35a is engaged by the operation of the upper actuator 37a, the left and right output shafts 2
A first gear 41 connected to the differential case 7 between the gears 5 and 27
(30 teeth), 2a gear 45a (16 teeth), clutch 35a, 3a gear 59a (17 teeth), fourth gear 43 (30 teeth) fixed to the right output shaft 27 ). The 2a gear 45a and the 3a gear 59a are provided with different numbers of teeth (16 and 17 respectively) between the two gears 45a and 59a by transposition gear cutting.

Thus, when the upper clutch 35a is engaged, the speed ratio between the left and right output shafts 25, 27 is 17/1.
6 = 1.063, and the right output shaft 27 is accelerated.

Similarly, when the lower clutch 35b is engaged, the first gear 41 (30 teeth) and the second b gear 4 connected to the differential case 7 between the left and right output shafts 25 and 27 are connected.
5b (17 teeth), clutch 35b, 3b gear 59
b (16 teeth), and connected via a fourth gear 43 (30 teeth) fixed to the right output shaft 27. The second
The b gear 45b and the third b gear 59b have different numbers of teeth (17 and 16 respectively) between the two gears 45b and 59b by dislocation gear cutting.

Thus, when the lower clutch 35b is engaged, the speed ratio between the left and right output shafts 25, 27 is 16/1.
7 = 0.941, and the right output shaft 27 is decelerated.

The actuators 37a and 37b are disposed to the right of each of the clutches 35a and 35b, and are configured as follows. That is, the respective stepping motors (motors) 61, 61 are fixed to, for example, the clutch cases 51, 51 via brackets (not shown), and the drive gear 63 is mounted on the shaft 61a of the motors 61, 61. On the other hand, a driven gear (cam member) 65 meshing with the driving gear 63 is rotatably supported coaxially with each of the clutches 35a and 35b.
A drive cam 65a is formed on the surface facing 5a, 35b (see FIG. 2).

Each clutch 35a, 35b and each driven gear 6
5, a cam follower (cam member) 67 and a pressing rod 69 which are coaxial with the clutches 35a and 35b and supported so as to be movable in the axial direction of the clutches 35a and 35b are arranged. 65
A driven cam 67a that engages with the drive cam 65a on the other side is formed on the surface facing the driven cam 67a.

When, for example, the upper stepping motor 61 is driven, the driven gear 65 is rotated by a predetermined amount via the driving gear 63. At this time, the cam follower 67 is pressed leftward by the cam action of the driven gear 65 and the cam follower 67. Then, the cam follower 67 presses the clutch 35a to the left via the pressing rod 69 to fasten the clutch 35a.

At this time, the lower stepping motor 61
Rotates the driven gear 65, but does not press the lower clutch 35b. Then, the lower clutch 3 is actuated by the urging force of an urging member (not shown) acting to separate the pressing rod 69 from the clutch 35b.
5b is opened.

Next, the operation of the differential device will be described.

The driving force input from the engine via the ring gear 11 is transmitted to the differential case 7, the pinion shaft 1
5, are equally distributed to the left and right output shafts 25, 27 by the pinion gear 17 and the side gears 21, 23. Then, when a slip occurs in one wheel, the differential mechanism 1 outputs the two output shafts 25 and 2.
7, while simultaneously allowing both output shafts 2
Each of the driving torques 5 and 27 is limited to the torque of the slip-side output shaft.

When the road surface friction is different between the left and right wheels when the vehicle is traveling straight, or when an understeer or oversteer state occurs during turning, for example, the upper clutch 3 is activated by the fastening operation of the upper actuator 37a in FIG.
5a, the left and right output shafts 2 are connected as described above.
The first gear 4 connected to the differential case 7 between the gears 5 and 27
1, second a gear 45a, clutch 35a, third a gear 5
9a, the right output shaft 27 is connected via a fourth gear 43 fixed to the right output shaft 27. At this time, the right output shaft 27 is accelerated to increase the driving torque. Then, the driving torque of the left output shaft 25 decreases accordingly. At this time, the lower actuator 37b
Is released and the lower clutch 35b is released.

Conversely, when the lower clutch 35b is engaged by the engagement operation of the lower actuator 37b, the right output shaft 27 is decelerated to reduce the driving torque, and the left output shaft 25
Drive torque increases accordingly. The amount of increase or decrease in drive torque can be adjusted by adjusting the rotation angle of the driven gear 65 and adjusting the amount of pressing movement of the cam follower 67.

Thus, according to the clutch mechanism of the present embodiment, unlike the conventional hydraulic friction clutch, the stepping motor 61, the driving cam 65a, and the driven cam 67 are provided.
actuators 37a, 37b of simple construction
Accordingly, the clutches 35a and 35b can be intermittently operated, so that the weight can be reduced and the cost can be reduced.

Further, since the actuators 37a and 37b are arranged for each of the clutches 35a and 35b, the degree of freedom in setting the arrangement portion of each friction clutch is increased.

The weight and cost of the differential device as a whole can be reduced, and the axial length of the device can be reduced.

Further, the yaw moment of the vehicle can be controlled by increasing or decreasing the drive torque of the left and right output shafts 25 and 27 as required, so that the straight running stability of the vehicle and the turning maneuverability during turning can be improved.

[Second Embodiment] A second embodiment of the present invention will be described with reference to FIGS. FIG. 3 is a skeleton diagram of a differential device to which the clutch mechanism of the present embodiment is applied. FIG. 4 is a conceptual diagram of the clutch mechanism of the present embodiment, and FIG.

This embodiment is different from the first embodiment in the configuration of each clutch operating actuator, and the other configurations are the same. Therefore, only the differences will be described, and redundant description will be omitted.

As shown in FIGS. 3 and 4, in this actuator 137, a driving gear 163 fixed to a shaft 161a of one stepping motor (motor) 161 simultaneously connects two driven gears (cam members) 165 and 165. Rotate a predetermined amount. The driven gears 165 and 165 rotate in the same direction, for example, the drive cam 165a of the upper driven gear 165.
Cam 167a of the cam follower 167 (cam member)
When the upper clutch 35a is pressed to the left by the cam action and engaged, the lower driven gear 165 rotates in a direction not to press the lower clutch 35b, and the lower clutch 35b The urging member is opened by the urging force of the urging member toward the opening side.

When the stepping motor 161 rotates in the opposite direction, the intermittent operation of each of the clutches 35a and 35b is also reversed.

FIG. 5 shows the arrangement of the stepping motor 161, the driving gear 163 coaxial with the stepping motor 161, and the driven gears 165. It is arranged above the position of the drive pinion 9 which is an input member to the differential device, and is arranged away from the output axis.

Thus, according to the present embodiment, the first
Operation equivalent to the embodiment. In addition to the effect obtained, both clutches 35a, 35b can be operated by one stepping motor 161.
Since the intermittent action is performed, the configuration is simplified and the cost is further improved.

[Third Embodiment] A third embodiment of the present invention will be described with reference to FIGS. FIG. 6 is a skeleton diagram of a differential device to which the clutch mechanism of the present embodiment is applied. FIG. 7 is a conceptual diagram of the clutch mechanism of the present embodiment, and FIG. 7 (b) is a view taken in the direction of arrow B in FIG. 7 (a).

This embodiment differs from the first embodiment in the configuration of the clutch operating actuator, and the other configurations are the same. Therefore, only the differences will be described, and redundant description will be omitted.

As shown in FIGS. 6 and 7, this actuator 237 has one stepping motor (motor).
Two worms 263, 263 on the shaft 261a of the 261
Are provided, and each worm 263 is provided with each clutch 35a, 3
5b are engaged with worm wheels 265, 265 as cam members arranged coaxially with 5b. A drive cam 265a is formed in a circumferential direction on a surface of the worm wheel 265 facing each of the clutches 35a and 35b.

Similarly, between each clutch 35a, 35b and each worm wheel 265, 265, each clutch 3
A cam follower (cam member) 267 having a driven cam 267a and a pressing rod 6 coaxially with the shafts 5a and 35b and movably supported in the axial direction of the clutches 35a and 35b.
9 are arranged.

With such a configuration, when the stepping motor 261 rotates a predetermined amount, the upper clutch 35a is engaged by the cam action of the driving cam 265a and the driven cam 267a, and the lower clutch 35b is released by the biasing member toward the release side. It is released by the urging force. When the stepping motor 261 rotates in the reverse direction, each of the clutches 35a, 35
The action of b is reversed.

Thus, according to the present embodiment, the first
The same operation and effect as the embodiment can be obtained, and the gear ratio can be set large by the worm 263 and the worm wheel 265, so that the adjustment of the clutch pressing amount becomes easier.

[Fourth Embodiment] A fourth embodiment of the present invention will be described with reference to FIGS. FIG. 8 is a skeleton diagram of a differential device to which the clutch mechanism of the present embodiment is applied. FIG. 9 is a conceptual diagram of the clutch mechanism of the present embodiment, and FIG. 9B is a view taken in the direction of arrow C in FIG. 9A.

This embodiment is different from the first embodiment in the configuration of the clutch operation actuator, and the other configurations are the same. Therefore, only the differences will be described, and redundant description will be omitted.

As shown in FIGS. 8 and 9, this actuator 337 has one stepping motor (motor).
The driven gear 365 fixed on the shaft 361a of the 361 meshes with the driven gear 365, and the driven gear 365 is connected to the shaft 369 via the screw type ball spline 367.
It is connected to drive cam members 375 and 375 via 73 and 373.

With this configuration, when the stepping motor 361 rotates a predetermined amount, the shaft 369 moves up and down in FIGS. 8 and 9 according to the rotation direction of the stepping motor 361. For example, when the shaft 369 moves downward in FIG. 9B, the driving cam member 375,
375 swings counterclockwise around the axis integrally with the arms 376 and 376, and the upper clutch 35a is fastened by the cam action of the drive cam 375a and the driven cam 377a of the driven cam member 377, and the lower clutch 35b Is released by the urging force of the urging member (not shown) toward the open side.

Thus, according to the present embodiment, the first
The same operation and effect as those of the embodiment can be obtained, and the use of the link 373 facilitates the interlocking operation of the two clutches when the clutches are arranged apart from each other.

In each of the above embodiments, the differential device in which the friction clutch is disposed on each of the two rotating shafts disposed in parallel has been described.
The clutch mechanism of the present invention can be applied to a differential device in which friction clutches are coaxially arranged as in the conventional example shown in FIG. In this case, the degree of freedom of the layout of the differential device on the vehicle is improved, and the weight and cost of the device can be reduced. Further, the axial length of the device can be reduced.

[0068]

As is apparent from the above description, according to the first aspect of the present invention, unlike the conventional hydraulic friction clutch, the fastening operation can be performed by the actuator having the simple structure including the motor and the cam member. A possible friction clutch is obtained, and weight and cost can be reduced.

According to the second aspect of the invention, each of the friction clutches provided on the two rotating shafts has the first aspect.
The same effect as that of the invention is obtained.

According to the third aspect of the present invention, the first aspect is provided.
Alternatively, the same effect as that of the second aspect can be obtained, and the degree of freedom in setting the arrangement portion of each friction clutch is expanded.

According to the invention set forth in claim 4, according to claim 1,
Alternatively, the same effects as those of the second aspect can be obtained, and only one motor is required, so that the configuration is simpler and the cost is more advantageous.

According to the fifth aspect of the present invention, the first aspect is provided.
Alternatively, the same effect as that of the second aspect can be obtained, and the gear ratio can be set large by the worm gear mechanism, so that the adjustment of the clutch pressing amount becomes easier.

According to the invention described in claim 6, according to claim 1,
Alternatively, the same effect as that of the second aspect is obtained, and the interlocking operation of both clutches is facilitated when the clutches are arranged apart from each other by using the link mechanism.

According to the invention of claim 7, according to claim 1,
Alternatively, the same effect as the invention of the second clutch mechanism can be obtained, and the hydraulic system member for fastening the hydraulic clutch as in the conventional example is not required, so that the configuration of the gear mechanism can be simplified, and the weight can be reduced. Reduction and cost reduction are possible.

In addition, the degree of freedom in the layout of the vehicle is improved, and the axial length of the device can be reduced.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of a differential device to which a first embodiment is applied.

FIG. 2 is a conceptual diagram of the first embodiment.

FIG. 3 is a skeleton diagram of a differential device to which the second embodiment is applied.

FIG. 4 is a conceptual diagram of a second embodiment.

FIG. 5 is a view taken in the direction of arrow A in FIG. 3;

FIG. 6 is a skeleton diagram of a differential device to which the third embodiment is applied.

FIG. 7 is a conceptual diagram of the third embodiment, and FIG. 7 (b) is a view taken in the direction of arrow B in FIG. 7 (a).

FIG. 8 is a skeleton diagram of a differential device to which the fourth embodiment is applied.

9A and 9B are conceptual diagrams of the fourth embodiment, and FIG. 9B is a view taken in the direction of arrow C in FIG.

FIG. 10 is a skeleton diagram of a conventional example.

[Explanation of symbols]

Reference Signs List 1 differential mechanism 3 driving force control mechanism 5 differential carrier 7 differential case 17 pinion gear 21, 23 side gear 25, 27 output shaft 33 gear mechanism 34 clutch mechanism (friction clutch) 35a, 35b wet multi-plate clutch (friction clutch) 37a, 37b, 137,237 Actuator 41 1st gear 43 4th gear 45a 2a gear 45b 2b gear 47 Clutch shaft 49 Clutch housing 51 Clutch case 55 Outer plate 57 Inner disk 59a 3a gear 59b 3b gear 61,161,261,361 Stepping motor (motor) 63, 163, 363 Drive gear 65, 165 Driven gear (cam member) 65a, 165a, 265a, 375a Drive cam 67, 167, 267 Cam follower (cam member) 67a, 1 7a, 267a, 377a driven cam 69 presses the rod 263 worm (worm gear mechanism) 265 worm wheel (worm gear mechanism, a cam member) 365 driven gear 373 link (link mechanism) 375 driving the cam member 377 driven cam member

Claims (7)

[Claims] 1. A vehicle comprising: two sets of friction clutches provided on a rotating shaft; and an actuator for intermittently operating each of the friction clutches, wherein the actuator presses each of the friction clutches via a cam member by driving a motor. And tightening operation,
A clutch mechanism characterized in that when one of the friction clutches is engaged, the other friction clutch is released. 2. The clutch mechanism according to claim 1, wherein each of the friction clutches is provided on two rotating shafts arranged in parallel. 3. The clutch mechanism according to claim 1, wherein the actuator includes the motor and a cam member for each of the friction clutches. 4. The clutch mechanism according to claim 1, wherein the actuator simultaneously operates the cam members provided for each of the friction clutches by a single motor via a gear mechanism. And the clutch mechanism. 5. The clutch mechanism according to claim 1, wherein the actuator simultaneously operates the cam members provided for each of the friction clutches by one of the motors via a worm gear mechanism. And the clutch mechanism. 6. The clutch mechanism according to claim 1, wherein the actuator simultaneously operates the cam members provided for each of the friction clutches by a single motor via a link mechanism. And the clutch mechanism. 7. A differential mechanism for distributing the driving force of the engine input to the differential case to the wheels via a pair of output members, and increasing and decreasing the distance between the differential case and one of the pair of output members. A differential device comprising: a gear mechanism that connects at a high speed; and the clutch mechanism according to claim 1 or 2 in a path of the gear mechanism.