JP2000240685A - Electromagnetic clutch and differential device having it - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve responsiveness of differential limit force. SOLUTION: This clutch device includes a main clutch 47 arranged between differential rotary members 19, 29 of a differential mechanism 5, a pilot clutch 49, an armature 51 arranged adjacent to the clutch 49, an electromagnet 53 for operating the movement of the armature 51 to fasten the clutch 49, and a cam 57 adapted to operate on receiving differential torque of the differential mechanism 5 when the clutch 49 is fastened, thereby pressing the clutch 47 to be fastened, wherein in fastening the clutch 49, oil is let escape between the clutch plates 61, 65, and in releasing the fastening, an oil passage 77 for supplying oil and a partially missing tooth part are formed in the existing members 51, 3 in the periphery of the pilot clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a differential device having an electromagnetic clutch type differential limiting mechanism.

[0002]

2. Description of the Related Art FIG. 8 shows a conventional differential device 201 having an electromagnetic clutch type differential limiting mechanism.

The differential device 201 includes a differential case 203 which is rotated by the driving force of the engine, a planetary gear type differential mechanism 205 housed in the differential case 203, and an electromagnetic clutch device 207 for limiting the differential.
It is composed of

The differential mechanism 205 includes an internal gear 209 formed on the differential case 203, a sun gear 211 connected to one of the wheels, planetary gears 213, 215 connecting these gears 209, 211, and a gear. 21
3 and 215, and is composed of a planetary gear carrier 217 and the like connected to the other wheel side, and the driving force of the engine is distributed from the sun gear 211 and the planetary gear carrier 217 to each wheel side.

The electromagnetic clutch device 207 includes a sun gear 21
1 and a planetary gear carrier 217, a multi-plate main clutch 219, a multi-plate pilot clutch 223 disposed between the differential case 203 and the cam member 221, and between the cam member 221 and the planetary gear carrier 217. A ball cam 225 provided on the armature, an armature 227 disposed adjacent to the pilot clutch 223,
Electromagnetic magnet 2 arranged outside differential case 203
29 and the like.

The electromagnetic magnet 229 has an armature 227
, The pilot clutch 223 is pressed between the armature 227 and the wall 231 of the differential case 203, and when the pilot clutch 223 is engaged, the ball cam 225 receives differential torque and operates. The main clutch 219 is pressed via the planetary gear carrier 217 by the cam thrust force.

[0007] When the pilot clutch 223 and the main clutch 219 are engaged in this manner, the differential of the differential mechanism 205 is limited by the frictional resistance therebetween. Further, the main clutch 2 is provided by a ball cam 225 which is a booster mechanism.
Since the 19 is pressed, the differential can be locked.

With such a differential limiting force, for example,
Preventing one wheel from idling greatly improves the running performance of the vehicle on rough roads, etc. In addition, turning the pilot clutch 223 and the main clutch 219 appropriately by adjusting the magnetic force of the electromagnetic magnet 229 improves the turning performance. Can be.

Further, the pilot clutch 223 and the main clutch 219 require sufficient lubrication to prevent seizure and to accurately adjust the differential limiting force due to slippage.

Therefore, external oil flows into and out of the differential case 203, and the differential mechanism 205 and the main clutch 21
9. It is configured to lubricate the pilot clutch 223 and the like.

[0011]

SUMMARY OF THE INVENTION Pilot clutch 2
When the clutch 23 is engaged, each clutch plate must move by pushing away the oil, and receives a large movement resistance.
Also, when the engagement is released, each clutch plate is difficult to separate unless oil flows between the clutch plates.

As described above, the pilot clutch 223 is provided on the armature 227 and the wall 2 of the differential case 203.
Since there is no oil flow path through which oil extruded from between the clutch plates is removed and there is no oil flow path supplying oil between the clutch plates, the movement resistance due to oil is further increased.

Due to this movement resistance, when the pilot clutch 223 is engaged (rise of differential torque)
And the response at the time of releasing the engagement (falling of the differential torque) is reduced.
In the case of No. 1, there is a possibility that the effect of improving the traveling performance and turning performance of the vehicle as described above may be reduced.

Accordingly, the present invention provides an electromagnetic clutch device capable of improving the response in torque transmission during engagement and disengagement, and a differential device in which the response of the differential limiting force by the pilot clutch and the main clutch is improved. With the goal.

[0015]

According to the first aspect of the present invention, there is provided an electromagnetic clutch device comprising: a multi-plate clutch having existing members in the periphery;
An armature disposed adjacent to the clutch and an electromagnetic magnet for moving the armature by magnetic force to fasten the clutch by operating the armature are provided inside the case, and the case is filled with oil for lubricating the inside of the case. An oil passage for allowing oil to escape from between the clutch plates when the clutch is engaged is provided in an existing member around the clutch.

In this electromagnetic clutch device, when the armature is moved by the magnetic force of the electromagnetic magnet, the multi-plate clutch is engaged. In this case, since the oil passage is formed in the existing member around the clutch, when the clutch is engaged, the oil is quickly released from between the clutch plates through the oil passage, and when the engagement is released, the oil passage is released. The oil is quickly supplied between the clutch plates via. Therefore, since the clutch plate is easily moved when the clutch is engaged, the rise of the transmission torque when the clutch is engaged becomes faster, and the fall of the transmission torque when the engagement is released becomes faster, and the response is improved.

According to a second aspect of the present invention, there is provided a differential case rotatably driven by driving of the engine, and a differential mechanism for distributing the rotation of the differential case to the wheels via a pair of output members. A differential device for limiting the differential of the differential mechanism, wherein the electromagnetic clutch device according to claim 1 is provided in a differential case.

When the electromagnetic magnet moves the armature to the clutch side by the magnetic force, the clutch is engaged.

When the clutch is engaged, the differential of the differential mechanism is limited. If the multi-plate clutch is fastened to prevent slippage, the differential can be locked.

If the one-wheel idling is prevented on a rough road or the like by such a differential limiting force, the running performance of the vehicle is greatly improved.

Further, for example, by adjusting the magnetic force of the electromagnetic magnet at the time of turning and sliding the clutch appropriately, the turning performance and the stability of the vehicle body at the time of turning can be improved.

In addition, in the differential device of the present invention, the oil passage is formed in the peripheral member of the clutch, so that when the clutch is engaged, the oil flows out from between the clutch plates via the oil passage, When releasing the engagement, oil is supplied between the clutch plates via the oil flow path.

As described above, since the resistance of the oil applied to the clutch plate is reduced and the clutch plate is easily moved, the differential torque rise when the clutch is engaged and the differential torque when the engagement is released are reduced. Fall response is improved.

In this way, it is possible to rapidly control the differential limiting torque in response to changes in the running conditions, steering conditions, road surface conditions, and the like of the vehicle. Can be.

Further, since the oil flow path is formed in the peripheral member of the clutch, the present invention can be implemented without a large increase in cost.

According to a third aspect of the present invention, in the differential device according to the second aspect, the differential mechanism includes an internal gear formed in the differential case, a sun gear connected to one of the wheels, A planetary gear type differential mechanism that supports a planetary gear that connects the gears and includes a planetary gear carrier that is connected to the other wheel side, wherein the multi-plate clutch includes the internal gear and the sun gear. A first multi-plate clutch disposed between any two of the planetary gears and a second multi-plate clutch engaged by a movement operation of the armature; A cam for converting a fastening force into an axial thrust force, and a pressing member for fastening the first multiple disc clutch by the thrust force. To obtain the same effect as the second aspect.

Further, in this configuration, the shaft (S) -shaft (S) in which the first multi-plate clutch is disposed between the sun gear on one axle side and the planetary gear on the other axle side.
The differential rotation applied to the first multiple disc clutch is larger (the differential torque is smaller) as compared with the configuration in which the differential case (H) and the shaft (S) are disposed.

Accordingly, the first multi-plate clutch can obtain a large differential limiting torque with the same torque capacity, thereby greatly improving the running performance and turning performance of the vehicle.

If the torque capacity of the first multiple disc clutch is reduced accordingly, the size of the differential device can be reduced.

According to a fourth aspect of the present invention, in the differential device of the third aspect, the oil flow path is a relief portion provided in the armature.

In this configuration, oil quickly escapes from between the clutch plates when the clutch is engaged from the relief portion provided in the armature, and when the engagement is released, the oil enters between the clutch plates from the relief portion. An effect equivalent to that of the configuration of claim 2 or 3 is obtained.

According to a fifth aspect of the present invention, in the differential device according to the fourth aspect, the relief portion is a plurality of through holes provided in the armature.

In this configuration, since a plurality of through holes are provided in the armature, when engaging the pilot clutch,
When the oil is released from between the clutch plates through these through holes and the fastening is released, the oil is supplied between the clutch plates through these through holes, so that the same effect as the configuration of claim 4 is obtained. .

According to a sixth aspect of the present invention, in the differential device according to the fourth aspect, the relief portion is an oil groove provided on a clutch side surface of the armature. Get the same effect.

In addition, by providing an oil groove on the clutch side surface of the armature, when the pilot clutch is engaged, the oil escapes from between the clutch plates via the oil groove, and when the engagement is released, Since oil is supplied between the clutch plates via the oil groove, the response of the differential restriction and the release of the differential restriction is further improved.

According to a seventh aspect of the present invention, in the differential device according to the fourth aspect, an oil hole is provided in a clutch plate of the second multi-plate clutch, and the relief portion is provided between the oil hole and the clutch plate. It is provided at a position opposing, and an effect equivalent to the configuration of claim 4 is obtained.

In addition to this, the through hole of the armature is formed at a position facing the oil hole provided on the clutch plate of the clutch, so that the amount of oil that escapes from the clutch plate and the oil is supplied to the clutch plate. Since the oil amount is greatly increased, the response of the differential restriction and the release of the differential restriction is further improved.

The invention of claim 8 is the invention of claims 2 to 7
The invention according to any one of the above, wherein the oil flow path,
The spline teeth are provided on one or both of a spline tooth of a member for spline connecting the outer clutch plate of the clutch and a spline tooth of a member for spline connecting the inner clutch plate.

In this configuration, one or both of the spline teeth of the member for spline-connecting the outer clutch plate of the clutch and the spline teeth of the member for spline-connecting the inner clutch plate are provided with missing tooth portions. In this case, the oil escapes from between the clutch plates via the missing tooth portion, and when the engagement is released, the oil is supplied between the clutch plates via the missing tooth portion, whereby the configuration according to claim 1 to claim 6 is achieved. The same effect as is obtained.

In the configuration in which the spline teeth on the outer peripheral side connecting the outer clutch plate to the spline are provided with the toothless portions, the movement of the oil is promoted by the centrifugal force, and the resistance of the oil is reduced. The response to release the dynamic restriction improves accordingly.

[0041]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS.

FIG. 1 shows a rear differential 1 (a differential device according to a first embodiment in which an electromagnetic clutch device according to the present invention is used), and has the features of claims 1, 2, 3, 4, and 7. . The rear differential 1 is arranged on a rear axle of a rear wheel drive vehicle. In addition, members and the like without reference numerals are not shown.

The power system of this vehicle includes an engine, a transmission, a propeller shaft, a rear differential 1, left and right rear axles, left and right rear wheels, and the like.

The rear differential 1 comprises a differential case 3, a planetary gear type differential mechanism 5, an electromagnetic clutch device 7, and the like.

The rear differential 1 is disposed inside the differential carrier, and the bosses 9 and 11 at both ends of the differential case 3 are supported by the differential carrier by bearings.

A ring gear is fixed to the differential case 3, and this ring gear meshes with a drive pinion gear. The drive pinion gear is formed on a drive pinion shaft, and the drive pinion shaft is connected to the propeller shaft side.

Thus, the driving force of the engine drives the differential case 3 from the transmission via the propeller shaft.

As shown in FIG. 1, the differential mechanism 5 includes an internal gear 13, an outer planetary gear 15, an inner planetary gear 17, a sun gear 19, and the like.

The internal gear 13 is formed on the inner periphery of the differential case 3, and the sun gear 19 is formed on the left hub 21.

The planetary gears 15 and 17 are in mesh with each other, the outer planetary gear 15 is in mesh with the internal gear 13, and the inner planetary gear 17 is in mesh with the sun gear 19.

Each of the planetary gears 15 and 17 has its shaft portions 23 and 25 at both ends supported by metal bearings 27 on left and right planetary gear carriers 29 and 31, respectively.

These planetary gear carriers 29,
Numeral 31 is integrated by welding, and a right hub (pressing member) 33 is integrally formed on the right planetary gear carrier 31.

The left and right axles are deflected from the bosses 9 and 11.
3 The left hub 21 is a spline 35
At the left axle and to the left rear wheel side. The right hub 33 is spline-connected to the right axle by a spline portion 37 and connected to the right rear wheel. A thrust washer 39 is disposed between the left and right hubs 21 and 33 to prevent such contact.

The driving force of the engine for rotating the differential case 3 (internal gear 13) is controlled by the planetary gear 1
The gears are distributed to the sun gear 19 (hub 21) and the planetary gear carrier 31 (hub 33) via the wheels 5 and 17, and transmitted from each axle to the left and right rear wheels.

When a difference in driving resistance occurs between the left and right rear wheels on a bad road or the like, the driving force of the engine is differentially distributed to the left and right rear wheels by the rotation and revolution of the planetary gears 15 and 17.

An oil reservoir is provided in the differential carrier, an opening 41 is provided in the differential case 3, and spiral oil grooves 43 and 45 are provided in the inner periphery of the boss portions 9 and 11.

Inside the differential case 3, these openings 41 and oil grooves 43, 4, 4 are formed from the oil reservoir of the differential carrier.
Oil flows in and out via the lubrication unit 5 and lubricates the differential mechanism 5 and the electromagnetic clutch device 7.

The electromagnetic clutch device 7 includes a multi-plate main clutch (first multi-plate clutch) 47, a multi-plate pilot clutch (second multi-plate clutch) 49, an armature 51, an electromagnetic magnet 53, and a cam ring 55. (Cam member), a ball cam 57 (cam) and the like.

The main clutch 47 is connected to the left planetary
It is arranged between the gear carrier 29 and the hub 21.
A pressure receiving plate 5 is provided between the main clutch 47 and the differential case 3.
9 are arranged.

The pilot clutch 49 is provided on the differential case 3
And the cam ring 55.

The outer pre-press of the pilot clutch 49
The sprocket 61 (outer clutch plate) is spline-connected to spline teeth 64 on the inner periphery of the differential case 3 by a spline section 63 shown in FIG. Also, the inner plate 65
The (inner clutch plate) is spline-connected to the outer periphery of the cam ring 55 by a spline portion 67 shown in FIG.

The differential case 3 (pilot clutch 4
(Nine peripheral members) The spline teeth 64 on the inner periphery are provided with a toothless portion (oil flow path), and the toothless portion communicates with the opening 41.

Further, as shown in FIG.
Are provided with six oil holes 69 in the circumferential direction, and as shown in FIG.
The six oil holes 71 are provided in the circumferential direction at positions opposite to the oil holes 69 of the port 61. In addition, a large number of oil grooves 73 are provided on both sides of the inner plate 65 as an escape portion whose center is eccentric.

Armature 51 (pilot clutch 49)
Are disposed adjacent to the left side of the pilot clutch 49, and are positioned by a retaining ring 75.

As shown in FIG. 4, the armature 51 is formed with six through holes 77 (oil flow paths) as escape portions at equal intervals in the circumferential direction. It is provided at a position facing the oil holes 69 and 71 of the outer plate 61 and the inner plate 65.

The ball cam 57 is disposed between the cam ring 55 and the right planetary gear carrier 31 (hub 33), and a thrust bearing 79 is disposed between the cam ring 55 and the differential case 3. I have. The thrust bearing 79 receives the cam reaction force of the ball cam 57 and makes the cam ring 55 rotatable when the pilot clutch 49 is released.

The electromagnetic magnet 53 is formed by winding an electromagnetic coil 83 around a yoke 81. The yoke 81 is supported by the right boss 11 by bearings 85, 85, fixed to the differential carrier side, and is prevented from rotating.

The portion of the differential case 3 where the outer plate 61 of the pilot clutch 49 is splined is connected to prevent the magnetic flux of the electromagnetic magnet 53 from leaking to the differential mechanism 5 side. A stainless steel ring 87 is arranged to conduct magnetic flux to 51. In order to prevent a short circuit of the magnetic flux on the right side wall 89 of the differential case 3, a stainless steel ring 91 is arranged on the right side wall 89, and a magnetic circuit 92 of the electromagnetic magnet 51 is formed.

The electromagnetic magnet 53 is connected to the battery, and its excitation, control of the excitation power, and operation of stopping the excitation are performed by a controller.

When the electromagnetic magnet 53 is excited, the armature 51 is attracted through the magnetic circuit 92 and presses and engages the pilot clutch 49 to generate pilot torque.

When pilot torque is generated in pilot clutch 49, differential torque is applied to ball cam 57,
The thrust force moves the hub 33 (the planetary gear carriers 31 and 29), and the planetary gear carriers 2 and 29 move.
9, the main clutch 47 is pressed and fastened.

When the pilot clutch 49 and the main clutch 47 are engaged, the differential of the differential mechanism 5 is limited by these frictional resistances.

Since the pressing force of the main clutch 47 is amplified by the ball cam 57, the main clutch 47
Can be locked so that slippage does not occur.

If the one rear wheel is prevented from idling on a rough road or the like by such a differential limiting force, the running performance of the vehicle is greatly improved.

For example, if the controller controls the strength of the magnetic force of the electromagnetic magnet 53 during turning and the pilot clutch 49 slides appropriately, the pilot torque changes and the thrust force of the ball cam 57 decreases. Therefore, it is possible to adjust the fastening force of the main clutch 47 and to slide it appropriately.

As described above, by appropriately sliding the pilot clutch 49 and the main clutch 47, turning performance and stability of the vehicle body during turning can be greatly improved.

As described above, the main clutch 47
Since the shaft (S) -shaft (S) is disposed between the sun gear 19 on one rear wheel side and the planetary gear carriers 29, 31 on the other rear wheel side, the differential gear is provided.
In comparison with the arrangement arranged between the shaft (H) and the shaft (S),
The differential rotation applied to the main clutch 47 increases, and the differential torque decreases.

Accordingly, since the main clutch 47 can obtain a large differential limiting force with the same torque capacity, it is possible to greatly improve the running performance and the turning performance.

When the excitation of the electromagnetic magnet 53 is stopped, the pilot torque of the pilot clutch 49 disappears, the main clutch 47 is released, and the differential restriction is released.

As described above, the armature 51 has
Since six through holes 77 are provided and the spline teeth 64 of the differential case 3 are provided with missing teeth,
When the machi 51 presses the pilot clutch 49, oil flows out from between the outer plate 61 and the inner plate 65 through the through holes 77 and the toothless portions.

Further, since the toothless portion is provided on the outer peripheral side of the pilot clutch 49, the removal of oil is promoted by centrifugal force.

When the fastening is released, oil is supplied between the plates 61 and 65 from the missing teeth and the through holes 77 of the armature 51 that moves backward.

As described above, since the resistance of the oil applied to the plates 61 and 65 is reduced and the plates 61 and 65 are easily moved, the differential torque rise when the pilot clutch 49 is engaged is increased. The response of the differential torque falling when the engagement is released is improved.

In this way, it is possible to quickly control the differential limiting force with respect to changes in the running conditions, steering conditions, road surface conditions, etc. of the vehicle, so that the running performance and turning performance of the vehicle are greatly improved. be able to.

Further, since the through hole 77 of the armature 51 is provided at a position facing the oil holes 69 and 71 of the outer plate 61 and the inner plate 65, the plate is formed. Oil is quickly removed from between the plates 61 and 65 and oil is supplied between the plates 61 and 65.
The traveling performance and turning performance of the vehicle are further improved.

The oil grooves 73 formed on both sides of the inner plate 65 also promote the removal of oil between the plates 61 and 65 and the supply of oil, thereby improving the response.

Further, by providing the through holes 77 and the toothless portions, a large amount of oil supplied to the plates 61 and 65 can be supplied from the oil holes 69 and 71 of the plates 61 and 65 respectively. Between the plates 61, 65, and furthermore, by the oil grooves 73 of the inner plate 65, each plate 61, 6
5 spread over the entire surface.

As described above, since the surfaces of the plates 61 and 65 are sufficiently lubricated, not only the seizure of the pilot clutch 49 is prevented but also the plates 61 and 6 are prevented from being seized.
5 is stable, it is possible to more accurately control the differential limiting force in response to changes in running conditions, steering conditions, road surface conditions, etc., thereby improving the running performance and turning performance. It will be even higher.

Thus, the rear differential 1 is configured.

As described above, the rear differential 1 is provided with the through hole 77 and the missing tooth portion in the armature 51 and the spline teeth 64 of the differential case 3, which are the peripheral members of the pilot clutch 49, respectively. The resistance of the oil generated when the clutch 49 is engaged and disengaged is reduced, so that the plates 61 and 65 are easily moved, the response of the differential restriction and the release of the differential restriction are improved, and the traveling performance and turning of the vehicle are improved. Properties can be greatly improved.

Further, the through hole 77 of the armature 51 is pre-pressed.
Since the holes 61 and 65 are formed at positions facing the oil holes 69 and 71, as described above, the amount of oil that escapes from between the plates 61 and 65 and the amount of oil that is supplied between the plates 61 and 65. The amount of oil to be performed is greatly increased, and the response of differential restriction and differential restriction release is further improved.

Since the toothless portion of the spline teeth 64 is located on the outer peripheral side of the pilot clutch 49, the movement of the oil is promoted by the centrifugal force, and the response of the differential limitation and the release of the differential limitation are improved accordingly. I do.

Further, since the through hole 77 and the missing tooth portion are formed in the peripheral member of the pilot clutch 49, the implementation of the rear differential 1 does not involve a large increase in cost.

Next, a second embodiment will be described with reference to FIG.

In the second embodiment, the armature 51 used in the rear differential 1 of the first embodiment is replaced with an armature 93 shown in FIG. ,
It has 5 and 7 features.

Hereinafter, differences from the first embodiment will be described while giving the same reference numerals to members having the same functions.

Armature 93 (pilot clutch 49)
Are disposed adjacent to the left side of the pilot clutch 49, and are positioned by a retaining ring 75.

The armature 93 has six through holes 9.
5 (oil flow paths) and a circumferential oil groove 97 communicating these. These through holes 95 and oil grooves 97 are formed between the outer plate 61 and the inner plate 6.
5 are provided at positions facing the respective oil holes 69 and 71.

In the second embodiment configured as described above,
An oil resistance reduction effect equivalent to that of the rear differential 1 is obtained, and the response of the differential restriction and the release of the differential restriction are improved, so that the traveling performance and turning performance of the vehicle can be greatly improved.

Further, by providing the armature 93 with a circumferential oil groove 97 communicating with each through hole 95, oil escape between the plates 61 and 65 and supply of oil are promoted, The response of the differential restriction and the release of the differential restriction is further improved.

Next, a third embodiment will be described with reference to FIG.

In the third embodiment, the armature 51 used in the rear differential 1 of the first embodiment is replaced with an armature 99 in FIG. ,
It has 5, 6, and 7 features.

Hereinafter, differences from the above embodiments will be described while giving the same reference numerals to members having the same functions.

Armature 99 (pilot clutch 49)
Are disposed adjacent to the left side of the pilot clutch 49, and are positioned by a retaining ring 75.

The armature 99 has six through holes 1.
01 (oil flow path) and a circumferential oil groove 103 that connects them are formed.

The through hole 101 and the oil groove 103
Are provided at positions facing the oil holes 69, 71 of the outer plate 61 and the inner plate 65.

Further, on the surface of the armature 99 on the pilot clutch 49 side, a number of oil grooves 1 eccentric at the center are provided.
05 and 107 are provided. Oil groove 105
The oil groove 107 corresponds to the rotation of the armature 99 in the other direction, while the oil groove 107 corresponds to the rotation of the armature 99 in the other direction.

In the third embodiment configured as described above,
An oil resistance reduction effect equivalent to that of the rear differential 99 is obtained, and the response of the differential restriction and the release of the differential restriction are improved, so that the traveling performance and turning performance of the vehicle can be greatly improved.

The armature 99 has oil grooves 105, 1
07, the oil escape between the plates 61 and 65 and the supply of oil between the plates 61 and 65 are promoted in both directions of rotation of the armature 99 (during differential rotation in both directions), and differential restriction and The response of the differential restriction cancellation is further improved.

Next, a fourth embodiment will be described with reference to FIG.

In the fourth embodiment, the armature 51 used in the rear differential 1 of the first embodiment is replaced with an armature 109 in FIG. It has the following features.

Hereinafter, differences from the above-described embodiments will be described with reference to the members having the same functions given the same reference numerals.

Armature 109 (pilot clutch 4)
9) is disposed adjacent to the left side of the pilot clutch 49 and is positioned by a retaining ring 75.

A large number of oil grooves 1 whose center is eccentric are formed on the surface of the armature 109 on the pilot clutch 49 side.
11 and 113 are provided. Oil groove 111
The oil groove 113 corresponds to one-way rotation of the
Corresponds to rotation of the armature 109 in the other direction.

In the fourth embodiment configured as described above,
The same oil resistance reducing effect as in the above embodiments is obtained,
The response of the differential restriction and the release of the differential restriction can be improved, and the traveling performance and turning performance of the vehicle can be greatly improved.

The armature 109 has an oil groove 111,
By providing the plate 113, the plates 61, 65 in both directions of rotation of the armature 109 (during differential rotation in both directions).
During this time, the oil escape and the supply of the oil are promoted, and the response of the differential restriction and the release of the differential restriction is improved.

In the present invention, the differential mechanism is not limited to a planetary gear type, but may be a bevel gear type differential mechanism, or a pair of output side by a pinion gear axially housed in a housing hole of a differential case. Another type of differential mechanism, such as a differential mechanism having side gears connected thereto, may be used.

The cam may be a cam using a rolling element other than a ball such as a roller, or a cam using no rolling element.

In the seventh aspect, the toothless portion may be provided on the spline teeth of a member for connecting the inner clutch plate with the spline, or the outer clutch plate may be connected with the spline to further promote the movement of the oil. Both the spline teeth of the member to be spliced and the spline teeth of the member that spline-connects the inner clutch plate may have missing tooth portions.

[0120]

As described above, according to the electromagnetic clutch device of the first aspect, since the oil passage is formed in the existing member around the clutch, when the clutch is engaged,
When the oil is quickly released from between the clutch plates through the oil flow path and the engagement is released, the oil is quickly supplied between the clutch plates through the oil flow path. Therefore, since the clutch plate is easily moved when the clutch is engaged, the rise of the transmission torque at the time of engaging the clutch is quick, and the fall of the transmission torque at the time of canceling the engagement is fast, and the sponge is improved.

According to the differential device of the second aspect, the oil passage is formed in the existing member around the clutch, so that the clutch plate is easily moved, and the response of the differential restriction and the release of the differential restriction is improved. , Vehicle driving conditions,
The differential limiting force can be quickly controlled in response to changes in the steering conditions, road surface conditions, and the like, and driving performance and turning performance can be greatly improved.

Further, since the oil flow path is formed in the existing member around the clutch, there is no great cost in implementation.

According to the third aspect of the invention, the same effect as that of the second aspect is obtained.

According to the fourth aspect of the present invention, since the escape portion is provided in the armature, the oil quickly escapes from between the clutch plates when the clutch is engaged, and when the engagement is released, the oil escapes from the escape portion. Since it enters between the clutch plates, the same effect as the configuration of claim 2 or 3 is obtained.

The invention of claim 5 has the same effect as the structure of claim 4.

According to a sixth aspect of the present invention, when the oil clutch is provided on the clutch side surface of the armature, when the pilot clutch is engaged, the oil is released from between the clutch plates via the oil groove, and the engagement is released. Since the oil is supplied between the clutch plates via the oil groove, the response of the differential restriction and the release of the differential restriction is further improved.

According to the seventh aspect of the present invention, since the through hole of the armature is formed at a position opposite to the oil hole provided in the clutch plate of the clutch, the amount of oil that escapes from the clutch plate and the amount of oil supplied to the clutch plate are provided. Since the amount of oil to be performed is greatly increased, the response of the differential restriction and the release of the differential restriction is further improved.

According to the eighth aspect of the present invention, the spline teeth for connecting the clutch plates to the splines are provided with the toothless portions.
The same effects as those of the first to sixth aspects are obtained.

In the configuration in which the spline teeth on the outer peripheral side are provided with missing teeth, the movement of oil is promoted by centrifugal force.
The response of differential limitation and cancellation of differential limitation is further improved.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a first embodiment of the present invention.

FIG. 2 is a plan view showing an outer plate used in each embodiment.

FIG. 3 is a plan view showing an inner plate used in each embodiment.

FIG. 4 is a plan view showing an armature used in the first embodiment.

FIG. 5 is a plan view showing an armature used in a second embodiment.

FIG. 6 is a plan view showing an armature used in a third embodiment.

FIG. 7 is a plan view showing an armature used in a fourth embodiment.

FIG. 8 is a sectional view of a conventional example.

[Explanation of symbols]

Reference Signs List 1 rear differential (differential device) 3 differential case (peripheral members of pilot clutch 49) 5 planetary gear type differential mechanism 7 electromagnetic clutch device 13 internal gear 15, 17 planetary gear 19 sun gear 47 main clutch 49 pilot clutch 51 , 93, 99, 109 Armature (Peripheral member of pilot clutch 49) 53 Electromagnetic magnet 55 Cam ring (cam member) 57 Ball cam (cam) 61 Outer plate (outer clutch plate) 65 Inner plate (Inner clutch plate) 69 oil hole of outer plate 71 oil hole of inner plate 77 through hole of armature 51 95 through hole of armature 93 97 circumferential direction communicating with through hole 95 Oil groove 101 through hole of armature 99 103 through hole 1 Oil grooves 105, 107 on the surface of the armature 99 communicating with the oil groove 111, 113 Oil grooves on the surface of the armature 109

Claims (8)

[Claims] 1. A multi-plate clutch having an existing member in the periphery, an armature disposed adjacent to the clutch, and an electromagnetic magnet for moving the armature by magnetic force to fasten the clutch, are provided in a case. An electromagnetic clutch device in which the case is filled with oil for lubricating the inside of the case, wherein an oil passage for allowing oil to escape from between clutch plates when the clutch is engaged is provided in an existing member around the clutch. Characteristic electromagnetic clutch device. A differential case rotatably driven by driving of an engine; and a differential mechanism for distributing rotation of the differential case to wheels via a pair of output members. A differential device in which a differential is limited, wherein the electromagnetic clutch device according to claim 1 is provided in the differential case. 3. The differential device according to claim 2, wherein the differential mechanism includes an internal gear formed on the differential case, a sun gear connected to one of the wheels, and a planetary gear connecting these gears. A planetary gear type differential mechanism having a planetary gear carrier connected to the other wheel side for supporting the gears, and wherein the multi-plate clutch is provided with the internal gear, the sun gear, and the planetary gears. Formed by a first multi-plate clutch arranged between any two of them, and a second multi-plate clutch to be fastened by moving the armature,
A differential device comprising: a cam for converting a fastening force of the second multiple disc clutch into an axial thrust force; and a pressing member for fastening the first multiple disc clutch by the thrust force. 4. The differential device according to claim 3, wherein the oil flow path is a relief provided in the armature. 5. The differential device according to claim 4, wherein said relief portion is a plurality of through holes provided in an armature. 6. The differential device according to claim 4, wherein said relief portion is an oil groove provided on a clutch side surface of said armature. 7. The differential device according to claim 4, wherein an oil hole is provided in a clutch plate of the second multiple disc clutch, and the relief portion is provided in a position of the clutch plate facing the oil hole. A differential device characterized in that: 8. The invention according to claim 2, wherein the oil flow path includes a spline tooth of a member that spline-connects the outer clutch plate of the clutch.
A differential device comprising a toothless portion provided on one or both of spline teeth of a member for spline-connecting an inner clutch plate.