JP2001012509A - Coupling - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a compact coupling with a small number of items, simple structure and low cost by amplifying connection force of a clutch, stabilizing operation, facilitating torque controlling and improve quickness of response. SOLUTION: This coupling is provided with a clutch 7 arranged between torque transmission members 3 and 5, a second cam mechanism 17 for connecting the clutch 7, an electromagnet 19 for moving an armature 11, and a first cam mechanism 15, receiving the moving force of the armature 11 and actuating the second cam mechanism 17. In such a coupling, an amplifying mechanism is formed for amplifying cam force of the cam mechanism 15 and transmitting it to the cam mechanism 17 while utilizing the armature 11.

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 conventional coupling structure, for example, a coupling 501 (driving force transmission device) as shown in FIG. 7 is described in Japanese Patent Application Laid-Open No. Hei 10-213164.

[0003] The coupling 501 is arranged 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.

[0004] The coupling 501 includes a rotating case 50.
3. Inner shaft 505, multi-plate clutch 50
7, pressure plate 509, armature 511, intermediate cam member 513, first cam 515, second cam 5
17, a spring 519, an electromagnet 521, a controller and the like.

[0005] Rotating case 503 and inner shaft 50
5 is disposed so as to be relatively rotatable, and the inner shaft 505 is disposed inside the rotating case 503.

[0006] The rotating case 503 is connected to a propeller shaft 523 on the transfer side. On the other hand, the inner shaft 505 has a propeller shaft 52 on the rear differential side.
5 are spline-connected and the inner shaft 50
5 and the rear differential are connected.

[0007] Pressure plate 509 and armature 5
Numerals 11 are spline-connected to the inner periphery of the rotating case 503, respectively.

The intermediate cam member 513 is disposed between the pressure plate 509 and the armature 511 so as to be relatively rotatable.

The first cam 515 is provided between the armature 511 and the intermediate cam member 513, and as shown in FIG. 8, a cam groove 52 provided on the outer periphery of the intermediate cam member 513.
7 and a roller 529 that engages with the cam groove 527.

The cam grooves 527 are provided at equal intervals in the circumferential direction, and are inclined with respect to the axial direction. The roller 52
9 is rotatably supported by the armature 511.

The second cam 517 is a ball cam, and is provided between the pressure plate 509 and the intermediate cam member 513.

The spring 519 is disposed between the armature 511 and the intermediate cam member 513, and
3 is pressed toward the second cam 517 to absorb backlash and improve response.

When the excitation of the electromagnet 521 is stopped, the spring 519 returns the armature 511 to the neutral position in the rotational direction and returns the intermediate cam member 513 to the neutral position in the axial direction, thereby generating unnecessary torque. Is preventing that.

A rotor 531 as a magnetic circuit member is connected to the rotating case 503, and the electromagnet 521 is attached to a concave portion 533 provided in the rotor 531.

The rotor 531 is provided with a contact surface 535 for contacting the armature 511.
1 and the contact surface 535, an air gap 537 is formed.

The controller excites the electromagnet 521, controls the excitation current, and stops the excitation.

When the electromagnet 521 is excited, a magnetic loop 539 is formed in the magnetic circuit including the air gap 537, and as shown in FIG.
At the same time, it is sucked in the direction of arrow 541.

When the roller 529 moves in the direction of the arrow 541 and presses the cam groove 527 of the intermediate cam member 513, the first
The cam 515 of FIG.
Rotate in the direction of 3.

When the intermediate cam member 513 rotates in the direction of the arrow 543, the second cam 517 operates, and the multi-plate clutch 507 is pressed by the cam thrust force via the pressure plate 509 to be engaged.

Thus, the electromagnet 521 is connected to the armature 5
When 11 is sucked, the first cam 515 operates to operate the second cam 517 by this pilot function, the coupling 501 is connected, and the vehicle enters the four-wheel drive state.

When the coupling 501 is connected in this manner, the driving force of the engine is sent to the rear wheels, and the vehicle is driven in 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 521 is controlled, the cam force of the first cam 515 changes and the second cam 517
Is changed, and the driving force transmitted to the rear wheels by the slip of the multi-plate clutch 507 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 521 is stopped, the spring 5
The armature 511 (the roller 52
9) returns to the original position, the cam force of the first cam 515 disappears, and then the cam thrust force of the second cam 517 disappears,
The multi-plate clutch 507 is released, the connection of the coupling 501 is released, and the vehicle enters a two-wheel drive state.

[0024]

According to the conventional structure, the coupling 501 relies solely on the attraction force of the electromagnet 521 to press the multi-plate clutch 507, so that a large torque capacity cannot be obtained.

However, in order to obtain a sufficient torque capacity,
The size of the electromagnet 521 is increased, or
When the diameter of 7 is increased or the number of clutch plates is increased, the size of the coupling 501 becomes larger and the on-board performance decreases, and the power consumption of the electromagnet 521 increases.
The load on the on-board battery increases, and the fuel efficiency of the engine decreases.

Further, since the spring 519 is arranged between the armature 511 and the intermediate cam member 513 which rotate relative to each other, the cam force of the first cam 515 tends to be unstable, so that it is difficult to control the transmission torque.

The spring 519 also has a function of positioning the armature 511 when power is not supplied. For this reason,
If the urging force of the spring 519 is too large, the electromagnet 521
The armature 511 moves in the suction direction due to, and the first cam 515 operates, which may cause the coupling 501 to malfunction.

As described above, when the spring 519 is used, it is difficult to adjust the biasing force, and the number of components is increased accordingly, resulting in an increase in cost.

On the other hand, the first cam 515 has an armature 5
11 and the cam groove 527, the roller 5 as an intermediate member
Since 29 is used, furthermore, the number of parts is increased, and the assembling becomes more complicated, the cost becomes higher,
The coupling 501 is connected and disconnected by the amount of play (play) required between the armature 511 and the roller 529.
The response of torque adjustment decreases.

The air gap 537 of the electromagnet 521
Is formed inside the rotating case 503, so that adjustment is extremely difficult.

Since the air gap 537 greatly affects the suction force of the armature 511, if adjustment is difficult, it is difficult to set the transmission torque (torque capacity) of the coupling 501 and to control the torque.

Further, the range in which the coupling torque of the clutch can be adjusted is limited only to the range that can be adjusted by adjusting the cam angles of the first cam 515 and the second cam 517. Therefore, the adjustment range of the coupling torque (torque capacity) is limited. May be insufficient.

Therefore, according to the present invention, a sufficient torque capacity (differential limiting torque) is obtained, operation is stable, torque control is easy, response to operation is fast, structure is simple, and the number of parts is small. An object of the present invention is to provide a coupling that is low in cost, low in cost, lightweight and compact, and excellent in in-vehicle mountability.

[0034]

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, a magnetic circuit including an armature and a gap formed between the armature and a magnetic member opposed thereto, and an armature via the magnetic circuit. And 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, or another existing member, Alternatively, by other existing mechanisms,
An amplifying mechanism that amplifies the cam force and enhances the coupling force of the clutch is characterized.

When the electromagnet is excited, a magnetic force loop is generated in the magnetic circuit and the armature moves. The first cam mechanism operates by receiving the moving force, and the second cam mechanism operates by receiving the cam force. The cam force presses the clutch to connect the coupling, and torque is transmitted between the case-shaped torque transmitting member and the shaft-shaped torque transmitting member.

At this time, when the exciting current of the electromagnet is controlled, the cam force of the first cam mechanism changes and the cam force of the second cam mechanism changes, causing the clutch to slip and the transmission torque to be adjusted.

When the excitation of the electromagnet is stopped, the cam force is lost in both cam mechanisms, the clutch is released, and the coupling is disconnected.

The coupling according to the first aspect of the present invention includes, for example, an amplifying mechanism that amplifies the cam force of the first cam mechanism and transmits the amplified cam force to the second cam mechanism. And a large torque capacity can be obtained.

Accordingly, since it is not necessary to increase the size of the electromagnet in order to increase the torque capacity, an increase in power consumption by the electromagnet is prevented, and the load on the vehicle battery is reduced.
A decrease in fuel efficiency of the engine is prevented.

Furthermore, there is no need to increase the diameter of the clutch,
Further, when a multi-plate clutch is used as the clutch, it is not necessary to increase the number of clutch plates, so that an increase in the size of the coupling is prevented, and a reduction in vehicle mountability is prevented.

Further, since the coupling force of the clutch is increased and a large torque capacity is obtained, it is possible to reduce the diameter of the clutch when the torque capacity is the same. It becomes possible to reduce.

Therefore, the coupling is lighter and more compact, and the mountability is improved.

Further, since the coupling force of the clutch is increased, for example, it is possible to lock the coupling by firmly coupling the clutch.

In addition, unlike the conventional example in which the range of adjusting the coupling torque of the clutch is limited to the cam angle adjustment of the first cam 515 and the second cam 517, the cam angle adjustment of the first cam mechanism and the second cam mechanism is performed. In addition, since the coupling torque can be adjusted by adjusting the amplification factor of the amplification mechanism, the torque can be adjusted in a wider range, and the invention can be widely applied to different types of vehicles.

As described above, since the amplification mechanism is configured by using the first cam mechanism or other existing members or existing mechanisms, it is only necessary to make a slight change or modification to the existing apparatus. The amplification function can be easily added.

As described above, the amplification mechanism using the existing members and the like can be realized in an extremely narrow space without increasing the arrangement space.

According to a second aspect of the present invention, there is provided the coupling according to the first aspect, wherein the first cam mechanism is supported on the support shaft so as to be movable in the rotational direction and the axial direction. The first cam having a torsion angle and having a first meshing portion connecting the case-shaped torque transmitting member and the armature, and a second meshing portion connecting the armature and the cam member of the second cam mechanism. At least one set of mechanisms is arranged on the circumference around the rotation axis, and the working radius A of the armature from the support shaft to the first meshing portion is defined by:
It is characterized in that the working radius B from the support shaft to the second meshing portion is made larger and leveraged to constitute an amplification mechanism.

In this configuration, the first cam mechanism is provided with an armature supported so as to be able to move in the axial direction while rotating on the support shaft, and a twist angle in the axial direction connecting the armature with the case-shaped torque transmitting member. A first engagement portion provided;
The second connecting the armature and the cam member of the second cam mechanism
And a meshing portion.

Further, by making the working radius A from the support shaft to the first meshing portion larger than the working radius B from the support shaft to the second meshing portion, the armature is leveraged to constitute an amplification mechanism.

Then, when the electromagnet is excited to move the armature, the first cam mechanism operates to rotate the armature by the twist angle of the first meshing portion. This rotational torque is amplified by the lever of the amplification mechanism, transmitted to the second cam mechanism via the cam member, and generates a large cam force, thereby firmly connecting the clutch.

Thus, the invention of claim 3 is based on claim 1,
In addition to obtaining the same effect as that of the second configuration, a spring 519 that is arranged between the armature 511 and the intermediate cam member 513 that rotate relatively and makes the cam force of the first cam 515 unstable is provided.
Is not used, the coupling force of the clutch is stabilized, and the control characteristics of the transmission torque are improved.

Moreover, if the urging force is too large, there is no risk of malfunction since the spring 519 for malfunctioning the coupling 501 is not used.

As described above, by not using the spring 519, not only is it difficult to adjust the urging force, but also the number of parts is reduced and the cost is reduced.

Further, the first cam mechanism of the third aspect does not use an intermediate member such as a roller 529 disposed between the armature 511 of the first cam 515 and the cam groove 527 in the conventional example. The number of parts is reduced by that much,
Assembly is simplified and costs are reduced.

Further, since the roller 529 for lowering the operation response due to backlash is not used, connection, disconnection,
Each response of torque adjustment is greatly improved.

As described above, by using the armature as a lever, an amplification function can be added to an existing device with only a slight change or modification.

In addition, the configuration in which the armature is leveraged is as follows:
The amplification mechanism can be realized in a very small space.

In the present invention, the meshing portion having an axial torsion angle is a meshing portion between a concave portion and a convex portion twisted in the axial direction, and is, for example, a helical spline or a helical serration.

According to a third aspect of the present invention, there is provided the coupling according to the first or second aspect, wherein the first cam mechanism is provided with an armature arranged so as to be movable in the rotational direction and the axial direction, and the torsion angle in the axial direction. A first meshing portion for connecting the case-shaped torque transmitting member and the armature, wherein the amplification mechanism has an axial torsion angle and connecting the armature and the cam member of the second cam mechanism. When the armature is sucked, the cam force generated in the second meshing portion is equal to the first cam force.
It is characterized in that the torsional angles of both meshing portions are adjusted so as to be larger than the cam force generated at the meshing portions.

In this configuration, the first cam mechanism is a first meshing portion that connects the armature and the case-shaped torque transmitting member and has a twist angle in the axial direction.

The amplifying mechanism is a second meshing portion which connects the armature and the cam member of the second cam mechanism and has a torsion angle in the axial direction. The torsion between the first meshing portion and the second meshing portion is provided. The angle is adjusted such that the cam force generated at the second meshing portion when the armature is sucked is greater than the cam force generated at the first meshing portion.

Then, when the armature is moved by the electromagnet, the first cam mechanism is operated, and the armature is rotated by the torsion angle of the first meshing portion, and this rotational torque is transmitted to the second cam mechanism via the second meshing portion. Transmitted, second
The cam mechanism operates and the clutch is pressed.

At this time, the movement of the armature causes the first
The amplifying mechanism operates together with the cam mechanism, and the cam member of the second cam mechanism is rotated by the torsion angle of the second meshing portion,
The cam force is amplified to generate a large cam force, thereby firmly connecting the clutch.

Thus, the invention of claim 3 is based on claim 1,
An effect equivalent to that of the second configuration is obtained.

The torsional angle and the torsional direction of the first meshing portion and the second meshing portion can be arbitrarily determined according to the requirements such as the coupling force of the clutch, the torque capacity of the coupling, or the adjustment range thereof. Can be selected.

Further, the twist direction of the first meshing portion and the second
The torsional directions of the meshing portions may be opposite to each other.

In addition to this, the invention according to claim 3 is characterized in that the spring 5
With respect to not using the roller 19 and the roller 529, an effect equivalent to that of the second aspect is obtained.

According to a fourth aspect of the present invention, there is provided a coupling including a case-shaped torque transmitting member, an axial torque transmitting member disposed inside the case-shaped torque transmitting member, and a clutch disposed between the two torque transmitting members. A second cam mechanism for pressing and coupling the clutch, a magnetic circuit including a gap formed between the armature and a magnetic member facing the armature, an electromagnet for moving the armature via the magnetic circuit, A first cam mechanism that operates by receiving a moving force of the armature and operates a second cam mechanism by the cam force, wherein the electromagnet and the magnetic member are arranged outside a case-shaped torque transmitting member, and a case is provided. The magnetic member and the armature are opposed to each other through the opening of the torque transmitting member to form a magnetic circuit, so that the gap between the electromagnet and the magnetic member is reduced. It is characterized in that arranged outside the case-like torque transmitting member.

The operation of the coupling of the fourth aspect is performed in the same manner as the coupling of the first aspect.

In the coupling according to the fourth aspect, the air gap between the electromagnet and the magnetic member is formed outside by disposing the electromagnet and the magnetic member outside the case-shaped torque transmitting member.

Therefore, the air gap 53 of the electromagnet 521
Unlike the conventional example in which the air gap 7 is formed inside the rotating case 503, the air gap can be adjusted while being visually observed (visually recognized), so that the air gap adjustment and its maintenance are extremely easy and accurate adjustment. Can be performed.

As described above, since the air gap, which greatly affects the suction force of the armature, can be accurately adjusted, it is easy to set the transmission torque (torque capacity) according to the type of the vehicle, and to control the torque. The characteristics are improved.

On the other hand, the electromagnet and the magnetic member exposed to the outside are cooled by the cooling fluid or the outside air, and the cooling effect stabilizes the exciting current of the electromagnet and the attractive force of the armature, thereby improving the control characteristics of the transmission torque. .

Each of the couplings described in the related claims of the present invention is provided on the front wheel side of a four-wheel drive vehicle or
If it is arranged in each power transmission system on the rear wheel side, the connection and disconnection of each side wheel is performed, and if the front wheel or the rear wheel is connected,
The vehicle will be in a four-wheel drive state, and if disconnected, the vehicle will be 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.

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.

[0078]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to the drawings.

The coupling 1 (first embodiment of the present invention) will be described with reference to FIGS. 1 and 2 and FIGS. 5 and 6.

This coupling 1 has the features of the first, second and fourth aspects. FIG. 1 shows the coupling 1 and FIG.
And FIG. 6 show a power system of a four-wheel drive vehicle using the coupling of each embodiment. The left and right directions are the left and right directions of the vehicle, and the right side in FIG. 1 corresponds to the front of these four-wheel drive vehicles. Further, members and the like without reference numerals are not shown.

The power system shown in FIG.
1, transmission 303, transfer 305,
Front differential 307, front axles 309, 311, left and right front wheels 313, 315, propeller shafts 317, 319 divided into front and rear sides, coupling 1, rear differential 321, rear axles 323, 325, right and left rear Wheel 327,
329 and the like.

The driving force of the engine 301 is transmitted from the output gear 331 of the transmission 303 to the differential case 335 of the front differential 307 via the ring gear 333, and from the front differential 307 via the front axles 309 and 311 to the left and right front wheels 313 and 315. Further, by rotating the front rear propeller shaft 317 from the differential case 335 via the transfer 305, the coupling 1
Is transmitted to

When the coupling 1 is connected, the driving force of the engine 301 is transmitted from the rear differential 321 to the rear axle 323,
325 to the left and right rear wheels 327, 329,
The vehicle enters the four-wheel drive state.

On the other hand, when the coupling 1 is disconnected, the rear rear propeller shaft 319 and the rear differential 32
One or less is cut off and the vehicle enters the two-wheel drive state.

The power system shown in FIG.
1, transmission 403, transfer 405,
2-4 switching device 4 provided in transfer 405
07, front wheel side propeller shaft 409, front differential 411, front axles 413, 415, left and right front wheels 417, 4
19. Propeller shaft 42 on the rear wheel side divided into front and rear
1, 423, a coupling 1, a rear differential 425, rear axles 427 and 429, left and right rear wheels 431 and 433, and the like.

When the 2-4 switching device 407 is connected, the driving force of the engine 401 is transmitted from the transmission 403 to the transfer 405 and the 2-4 switching device 4.
07, the propeller shaft 409 on the front wheel is rotated, and the propeller shaft 421 on the front wheel is rotated.

The rotation of the front wheel side propeller shaft 409 is
The rotation is distributed from the front differential 411 to the left and right front wheels 417 and 419 via the front axles 413 and 415, and the rotation of the rear wheel propeller shaft 421 is transmitted to the coupling 1.

When the coupling 1 is connected, the driving force of the engine 401 is transmitted from the rear differential 425 to the rear axles 427,
The vehicle is distributed to the right and left rear wheels 431 and 433 via the vehicle 29, and the vehicle enters a four-wheel drive state.

When the coupling 1 is disconnected, the rear rear propeller shaft 423 and the rear differential 42
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.

The coupling 1 includes a rotating case 3 (case-like torque transmitting member), an inner shaft 5 (shaft-like torque transmitting member), a multi-plate clutch 7 (clutch), a pressure plate 9 (output side cam member), and an armature 11. (Existing member), cam member 13 (input side cam member), first cam 15 (first cam mechanism), second cam 17 (second cam mechanism), first, second, and third amplification It comprises a mechanism, an electromagnet 19, a controller and the like.

The rotating case 3 includes a front case 21 and a rear rotor 23.

The case 21 and the rotor 23 are connected in the rotational direction by a meshing portion 25 provided therebetween, and an abutting portion 27 provided therebetween and a snap ring 29 attached to the case 21. And are positioned in the axial direction.

Further, a seal is provided between the case 21 and the rotor 23 to prevent oil leakage and intrusion of foreign matters such as moisture and dust.

A connecting shaft 31 is formed integrally with the case 21, and this connecting shaft 31 projects outside through an opening provided in the front of the stationary casing. Connecting shaft 31
The serration part 33 has a companion flange 35
(FIGS. 5 and 6) are connected and fixed by a nut screwed to the screw portion 37.

As shown in FIGS. 5 and 6, the companion flange 35 is connected to the front rear propeller shafts 317 and 421 via the flange 39, respectively.

The case 21 is supported on the stationary casing via a bearing.

The inner shaft 5 is arranged inside the rotating case 3.

The inner shaft 5 is hollow, and the rear-side rear wheel propeller shafts 319 and 423 are spline-connected to each other.
Connected to the side.

The front end of the inner shaft 5 is supported by the case 21 of the rotating case 3 by a ball bearing 41, and the rear end is supported by the rotor 23 by a needle bearing 43.

The multi-plate clutch 7 is arranged between the case 21 of the rotating case 3 and the inner shaft 5.

As described above, the case 21 is a torque transmitting member constituting a part of the torque transmitting path, and is made of a non-magnetic material.

The pressure plate 9 is connected to a straight spline 45 provided on the inner periphery of the case 21. The outer plate of the multi-plate clutch 7 is engaged with the spline 45.

The armature 11 is an elliptical plate as shown in FIG. 2, and four armatures 11 are arranged at regular intervals in the circumferential direction.

Each armature 11 is rotatably connected to a support shaft 51 provided on the rotor 23 so as to be movable in the axial direction.

Each armature 11 has its radially outer side connected to a helical spline 53 (first meshing portion having an axial torsion angle) provided on the inner periphery of the case 21, and its radially inner side connected to a cam. A helical spline 55 provided on the outer periphery of the member 13 (second helical spline 55 having an axial torsion angle).
(A second amplifying mechanism).

The helical splines 53 and 55 have opposite twisting directions.

As shown in FIG. 2, the working radius A of each armature 11 from the support shaft 51 to the helical spline 53 is:
Working radius B from support shaft 51 to helical spline 55
Each armature 11 is leveraged.

Each armature 11 constitutes a first amplifying mechanism by the action of this lever, and its rotational torque is amplified by A / B times and transmitted to the cam member 13.

[0111] In the inner periphery of the case 21, between the straight spline 45 and the helical spline 53, a notch portion having a width sufficient for both machining is provided.

The first cam 15 is composed of the armature 11 and the helical spline 53.

The second cam 17 is a ball cam, and is provided between the pressure plate 9 and the cam member 13. A thrust bearing 57 and a washer 59 that receive a thrust reaction force of the second cam 17 are disposed between the cam member 13 and the rotor 23 of the rotating case 3.

[0114] Between the case 21 and the multi-plate clutch 7,
A plate 61 is provided, receives the pressing force of the second cam 17, and adjusts the gap between the plates of the multi-plate clutch 7 by exchanging a plate having a different thickness.

The core 63 of the electromagnet 19 is arranged outside the rotating case 3 and fixed to the stationary casing.

The lead wire 65 of the electromagnet 19 is connected to the connector 6
7 is connected to a connector on the vehicle-mounted battery side.

The rotor 23 of the rotating case 3 is supported by the core 63 via the ball bearing 69.

Along the core 63, the magnetic circuit member 71
(Magnetic member) is disposed, and the magnetic circuit member 71
Penetrates through the opening 73 of the rotor 23 into the inside of the rotating case 3 and faces the armature 11.

[0119] Between the core 63 and the magnetic circuit member 71,
An air gap 75 is formed.

As described above, the second cam 17, each plate of the clutch 7, the bearings 41 and 43, the straight spline 4
5. The helical splines 53 and 55 are lubricated and cooled.

Further, a capacity increasing space 77 is formed in the inner periphery of the inner shaft 5. For example, if a flow path for communicating the capacity increasing space 77 with the above internal space is provided in the inner shaft 5, The amount of oil in the sealed space is increased, and the lubrication and cooling effects are improved.

The controller excites the electromagnet 19, controls the excitation current, and stops the excitation.

When the electromagnet 19 is excited, the magnetic loop 7 is applied to the magnetic circuit including the magnetic circuit member 71 and the air gap 75.
9 are formed, and the armature 11 is connected to the magnetic member 71 in FIG.
Press to the right of

Each of the pressed armatures 11 is rotated by its torsion angle while moving rightward on the helical spline 53. As described above, the rotational torque of each armature 11 has a lever amplification function (first amplification function). A)
It is amplified by a factor of / B and gives a large rotational torque to the cam member 13.

At this time, the rotation of each armature 11 is inverted by the support shaft 51 and transmitted to the cam member 13. For example, when each armature 11 rotates in the direction of the arrow 81 in FIG. It rotates in the direction of arrow 83.

When the cam member 13 rotates, the second cam 17
Is actuated, the pressure plate 9 is moved rightward by the cam thrust force, and the multiple disc clutch 7 is pressed and fastened.

This coupling force of the multi-plate clutch 7 is strengthened by the first amplifying mechanism as described above.

As described above, when the magnetic member 71 presses the armature 11 by the excitation of the electromagnet 19, the first cam 15 operates, the cam force of the second cam 17 is strengthened, and the coupling 1 is firmly connected.

When the coupling 1 is connected, the driving force of the engine is transmitted to the rear wheels, and the vehicle enters a four-wheel drive state.

When the exciting current of the electromagnet 19 is controlled, the position of the armature 11 in the axial direction changes, the amplification factor changes according to the change in the cam force of the first cam 15, and the cam thrust force of the second cam 17 changes. The pressing force of the plate clutch 7 changes,
The driving force transmitted to the rear wheel side due to slippage of the multiple disc clutch 7 is adjusted.

When the driving force transmitted to the rear wheels is adjusted during turning, the controllability and stability of the vehicle are improved.

When the excitation of the electromagnet 19 is stopped, the cam force of the first cam 15 disappears, the cam thrust force of the second cam 17 disappears, the multi-plate clutch 7 is released, and the coupling 1
Is released, and the vehicle enters the two-wheel drive state.

The coupling 1 is connected to the transfer system 305 as shown by an arrow 351 in the power system shown in FIG.
Between the front propeller shaft 317 and the front side, or
As indicated by an arrow 353, the rear wheel propeller shaft 319 and the rear differential 321 may be disposed.

In this case, as described above, the coupling 1
Are connected and disconnected from the rear wheels 327 and 329 and torque control is performed in the same manner as in the case where is disposed between the propeller shafts 317 and 319.

The coupling 1 has arrows 355, 35
7, the front differential 307 and the front axle 309,
311 or in combination with a gear mechanism in the transfer 305 as indicated by an arrow 359, and further, as indicated by arrows 361 and 363, the rear differential 321 and the rear differential 321. It may be arranged between the axles 323 and 325.

When the couplings 1 are connected, the vehicle enters the four-wheel drive state when the couplings 1 are connected, and when the connection is released, the differential rotation of the front differential 307 becomes free, and the front wheels 313, The transmission of the driving force to 315 is stopped, and the vehicle enters the two-wheel drive state.

On the other hand, when it is arranged at the position of arrow 359, the same function as when it is arranged between propeller shafts 317 and 319 as described above, or when it is arranged at the position of arrows 351 and 353 is obtained. .

When the coupling 1 is connected, the vehicle is in a four-wheel drive state when the coupling 1 is connected, and when the coupling is released, the differential rotation of the rear differential 321 becomes free, and the rear wheel The transmission of the driving force to 327 and 329 is stopped, and the vehicle enters the two-wheel drive state.

In this case, the transfer 305
Is provided with a clutch (2-4 switching device) for interrupting the driving force transmitted to the rear wheels 327 and 329, the power transmission system below the rear wheel propeller shaft 317 is kept completely stationary. Is possible, and the engine 301
Fuel efficiency is improved.

In the power system shown in FIG. 6, the coupling 1 is provided with a transfer 407 as indicated by an arrow 451.
And between the front rear wheel propeller shaft 421, or
The coupling 1 may be disposed between the rear rear propeller shaft 423 and the rear differential 425 as indicated by an arrow 453, and the transfer 407 and the front wheel side as indicated by arrows 455 and 457. Propeller shaft 4
09 or between the propeller shaft 409 and the front differential 411.

As in the power system shown in FIG.
3, when the coupling 1 is disposed between the propeller shafts 421 and 423,
When the rear wheels 431 and 433 are connected and disconnected and torque control is performed, and when they are arranged at the positions of arrows 455 and 457, the front wheels 417 and 419 are connected and disconnected and torque control is performed.

Further, the coupling 1 is indicated by arrows 455 and 45.
7, hub clutches 459 and 461 are arranged between the front axles 413 and 415 and the front wheels 417 and 419, and if these connections are released in conjunction with the coupling 1, the coupling 1 The power transmission system up to the front wheels 417 and 419 controls the rotation of the engine 401 and the front wheels 417 and
19, the rotation is stopped, the noise, vibration, wear and the like are greatly reduced, and the fuel efficiency of the engine 401 is improved.

In addition, the coupling 1 has an arrow 463,
465 shows that the front differential 411 and the front axle 41
3, 415, arrows 467, 46
9, the rear differential 425 and the rear axles 427, 42
9 may be arranged.

When the coupling is connected to the front axles 413 and 415, the vehicle enters the four-wheel drive state when the coupling 1 is connected. When the connection is released, the differential rotation of the front differential 411 becomes free, and the front wheels 417, The transmission of the driving force to 419 is stopped, and the vehicle enters the two-wheel drive state.

When the coupling is connected to the rear axles 427 and 429, the vehicle is driven by four wheels when the coupling 1 is connected, and when the coupling is released, the differential rotation of the rear differential 425 becomes free. The transmission of the driving force to 433 is stopped, and the vehicle enters the two-wheel drive state.

Thus, the coupling 1 is configured.

As described above, the coupling 1 uses the armature 11 as a lever (first amplification mechanism) to make the first cam 15
By amplifying the cam force of the second cam 17 and increasing the cam force of the second cam 17, the multiple disc clutch 7 is firmly connected, and a large torque capacity can be obtained.

Further, according to this structure, unlike the conventional example, since the spring 519 acting in the direction opposite to the cam force is not used, a decrease in torque capacity is prevented, and the torque capacity further increases.

Therefore, it is not necessary to increase the size of the electromagnet 19 in order to increase the torque capacity, so that an increase in power consumption is prevented, the load on the battery is reduced, and the engine 30
1, 401 is prevented from lowering fuel consumption.

Further, since it is not necessary to increase the size of the electromagnet 19, it is not necessary to increase the diameter of the multi-plate clutch 7, and it is not necessary to increase the number of plates thereof.
The size and weight of the vehicle are prevented, and the deterioration of the in-vehicle performance is prevented.

Further, when the torque capacity is the same, the diameter of the multi-plate clutch 7 can be reduced, and the number of plates can be reduced.
That makes it lighter and more compact, which improves vehicle mounting.

Further, unlike the conventional example, since the spring 519 for destabilizing the cam force is not used, the coupling force of the multiple disc clutch 7 is stabilized, and the transmission torque control characteristic of the coupling 1 is improved.

If the biasing force is too large, the spring 519 for erroneously operating the coupling is not used, so that there is no possibility of erroneous operation.

As described above, by not using the spring 519, not only is it difficult to adjust the urging force, but also the number of parts is reduced and the cost is reduced.

In the prior art, the first cam 15 has the first
Since an intermediate member such as the roller 529 disposed between the armature 511 of the cam 515 and the cam groove 527 is not used, the number of components is reduced, the assembly is simplified, and the cost is reduced. .

Further, since the roller 529 for lowering the operation response due to backlash is not used, the coupling 1
In this case, each response of connection, disconnection, and torque adjustment is greatly improved.

Since the amplification mechanism can be configured only by leveraging the armature 11, the amplification function can be easily added by only slightly changing or modifying the existing coupling.

In addition, the configuration in which the armature 11 is leveraged allows the amplification mechanism to be established in a very small space.

In addition, the adjustment range of the connection torque is limited only to the adjustment of the cam angles of the first cam 515 and the second cam 517, and the adjustment of these cam angles is restricted by the balance with the urging force of the spring 519. Unlike the conventional example, in the coupling 1, in addition to the adjustment of the cam angles of the first cam 15 and the second cam 17, the coupling torque can be adjusted by the amplification mechanism. Moreover, since no spring is used, these adjustments are not limited.

Therefore, it is possible to adjust the torque over a wider range, so that it can be widely applied to different types of vehicles.

By arranging the electromagnet 19 and the magnetic circuit member 71 outside the rotating case 3, the air gap 75
Is formed outside, so that the air gap 75 can be adjusted visually while the air gap 537 is formed inside the rotary case 503, unlike the conventional example. Can be performed very easily and accurately.

As described above, since the air gap 75 which greatly affects the fastening force of the clutch 7 can be accurately adjusted, the transmission torque (torque capacity) of the coupling 1 can be easily set according to the vehicle type, for example. Further, the torque control characteristics are greatly improved.

Since the electromagnet 19 and the magnetic circuit member 71 exposed to the outside are cooled by the cooling fluid or the outside air, the exciting current of the cooled electromagnet 19 is stabilized, and the attractive force of the armature 11 is stabilized. Thus, the control characteristics of the transmission torque are improved.

The torsion angle and the torsion direction of the helical splines 53 and 55 may be arbitrarily adjusted according to the requirements such as the coupling force of the multi-plate clutch 7 and the torque capacity required for the coupling 1. The side may be a straight spline. At this time, if the spline 53 is straight, the spline 45 and the spline 45 can be integrally processed, and the cost can be reduced. A gap of the magnetic circuit may be formed inside the rotating case 3 and the armature 11 may be moved by the electromagnet 19 arranged outside.

Further, the electromagnet 19 may be arranged inside the rotating case 3.

Next, the coupling 201 (second embodiment of the present invention) will be described with reference to FIGS. 3, 4, 5 and 6. FIG.

The coupling 201 has the following features.
It has four features. FIG. 3 shows the coupling 201, the right side of which corresponds to the front of the four-wheel drive vehicle of FIGS. In addition, members and the like without reference numerals are not shown.

The coupling 201 is, similarly to the coupling 1 of the first embodiment, arranged so as to divide the rear-wheel-side propeller shaft of the four-wheel drive vehicle, disconnecting and connecting the rear-wheel-side connection. The driving force transmitted to the wheel side is controlled.

Hereinafter, differences will be described with reference to the same functional members as those of the coupling 1 given the same reference numerals.

The coupling 201 is housed in a stationary casing attached to the vehicle body.

The coupling 201 includes a rotating case 3, an inner shaft 5, a multi-plate clutch 7, a pressure plate 9, an armature 203, a cam member 13, and a first cam 20.
5 (a first cam mechanism), a second cam 17 (a second cam mechanism), an amplification mechanism, an electromagnet 19, a controller, and the like.

A magnetic circuit member 207 (magnetic member) is arranged along the core 63 of the electromagnet 19, and an air gap 75 is formed therebetween.

The armature 203 is provided at the opening 20 of the rotor 23.
9 protrudes out of the rotating case 3 and faces the magnetic circuit member 207.

The armature 203 has its radially outer side connected to the helical spline 211 (first meshing portion having an axial torsion angle) of the case 21 and its radially inner side connected to the helical spline 213 of the cam member 13 (axial direction). (Amplifying mechanism) having a torsional angle of?

As shown in FIG. 4, on the inner periphery of the rotating case 3,
Between the straight spline 45 to which the pressure plate 9 is connected and the helical spline 211, a notch 215 (circumferential groove) having a width sufficient for both processing is provided.

The helical splines 211 and 213 have the same twist direction. Also, the helical spline 211
Is the first cam 205, and the helical spline 213 is an amplification mechanism.

The helical splines 211, 21
When the armature 203 moves in the axial direction on the armature 3, the torsion angle of the helical spline 211 causes the armature 203 to move.
Rotates to rotate the cam member 13, and the rotational torque of the cam member 13 is amplified by the twist angle of the helical spline 213.

Thus, the helical spline 211,
When the armature 203 moves in the axial direction, the torsion angle of the armature 203 (helical spline 21
The torque of the cam member 13 rotated by 1) is set to be amplified by the torsion angle of the helical spline 213.

Then, when the electromagnet 19 attracts the magnetic member 207 and the armature 203 moves by pressing, the first cam 2
Armature 2 by helical spline 211 of 05
03 rotates to rotate the cam member 13 so that the second cam 17
Activate

The second cam 17 moves the pressure plate 9 rightward by the cam thrust force, and presses and fastens the multi-plate clutch 7.

At the same time, the amplifying mechanism of the helical spline 213 is operated by the movement of the armature 203, the torque of the cam member 13 is amplified, the cam thrust force of the second cam 17 increases, and the multi-plate clutch 7 (coupling 201)
Is firmly connected.

When the coupling 201 is connected, the vehicle enters the four-wheel drive state.

When the exciting current of the electromagnet 19 is controlled, the axial position of the armature 203 changes, the cam force of the first cam 205 changes, the amplification factor of the amplification mechanism changes, and the cam thrust force of the second cam 17 changes. As a result, the pressing force of the multi-plate clutch 7 changes, causing slippage of the multi-plate clutch 7 and adjusting the driving force transmitted to the rear wheels.

When the driving force transmitted to the rear wheels is adjusted during turning, the steering and stability of the vehicle are improved.

When the excitation of the electromagnet 19 is stopped, the cam force of the first cam 205 is lost, the amplification function of the amplification mechanism is lost, the cam thrust force of the second cam 17 is lost, and the multi-plate clutch 7 is released. The connection of the coupling 201 is released, and the vehicle enters a two-wheel drive state.

The coupling 201 is shown in FIGS.
Can be arranged at the same position as the coupling 1 and perform the same function as the coupling 1.

Thus, the coupling 201 is configured.

As described above, the coupling 201 couples the armature 203 and the cam member 13 with the helical spline 213 (amplifying mechanism), so that the cam thrust force of the second cam 17 is amplified, and the coupling of the multi-plate clutch 7 is increased. The coupling force is strengthened to obtain a large torque capacity.

Further, the electromagnet 19 and the magnetic circuit member 207 were disposed outside the rotating case 3, and the air gap 75 was provided outside.

The coupling 201 strengthens the coupling force of the multi-plate clutch 7 in this manner, provides an air gap 75 outside, and eliminates the use of the spring 519 and the roller 529 as in the conventional example. The same effect as the coupling 1 of the first embodiment is obtained.

Since the amplifying mechanism can be constituted only by connecting the armature 203 and the cam member 13 with the helical spline 213, the amplifying function can be easily performed by making a slight change or modification to the existing coupling. Can be added.

Moreover, the armature 203 and the cam member 13
In the configuration in which the helical spline 213 is used as the connecting portion, there is no need to expand the arrangement space, and thus the amplification mechanism can be established in a very narrow space.

The torsion angle and the torsion direction of each of the helical splines 211 and 213 may be arbitrarily adjusted in accordance with the requirements such as the coupling force of the multi-plate clutch 7 and the torque capacity of the coupling 201.

Further, the helical splines 211 and 213
May be opposite to each other.

Note that, in the coupling 201, the helical spline 211 connecting the rotating case 3 and the armature 203 may be a straight spline.
(Third Embodiment) In this case, although there is no amplifying function, the same effect as the coupling 1 of the first embodiment can be obtained in that the spring 519 and the roller 529 are not used as in the conventional example.

In the present invention, the electromagnet may be arranged inside the case-shaped torque transmitting member to directly attract the armature, and the clutch is not limited to a multi-plate clutch, but may be another type of friction clutch. .

[0197]

According to the first aspect of the present invention, the coupling mechanism includes an amplifying mechanism that amplifies the cam force and increases the coupling force of the clutch.
Since a large torque capacity can be obtained, it is not necessary to increase the size of the electromagnet, an increase in power consumption is prevented, and a decrease in fuel efficiency of the engine is prevented.

In addition, it is not necessary to increase the diameter of the clutch in order to increase the torque capacity, and in the case of a multi-plate clutch, it is not necessary to increase the number of clutch plates. Is done.

When the torque capacity is the same, the diameter of the clutch can be reduced.
Since the number of clutch plates can be reduced, the size and weight of the clutch plate can be reduced, and the mountability can be improved.

In addition, unlike the conventional example, the coupling force of the clutch can be adjusted not only by the first cam mechanism and the second cam mechanism but also by the amplification mechanism, so that the torque can be adjusted in a wider range. Widely applicable to different car models.

In addition, since the amplification mechanism is configured using existing members and mechanisms, the amplification function can be easily added by only slightly modifying or modifying the existing apparatus. The amplification mechanism using the member or the like can be realized in an extremely narrow space.

According to the second aspect of the present invention, an effect equivalent to that of the first aspect is obtained by configuring the amplification mechanism by leveraging the armature.

In addition to this, a spring 519 as in the conventional example is used.
Is not used, the torque capacity is further increased, the coupling force of the clutch is stabilized, the control characteristic of the transmission torque is improved, the possibility of malfunction is eliminated, the number of parts is reduced, and the cost is reduced.

Further, since the roller 529 as in the conventional example is not used, the number of parts is reduced, the assembly is simplified, and
The cost is reduced, and the backlash due to the roller 529 is eliminated, and each response of connection, disconnection, and torque adjustment is greatly improved.

Further, since the amplifying mechanism can be configured only by leveraging the armature, an amplifying function can be added by adding a slight change or modification to the existing device.

In addition, the configuration in which the armature is leveraged is as follows:
The amplification mechanism can be realized in a very small space.

According to a third aspect of the present invention, the amplifying mechanism is configured such that an amplifying mechanism is provided by imparting an axial torsion angle to a meshing portion connecting the armature and the cam member of the second cam mechanism. An effect equivalent to that of the second configuration is obtained.

In the coupling according to the fourth aspect, the electromagnet and the magnetic member are arranged outside the case-shaped torque transmitting member, and the air gap of the electromagnet is provided outside, so that the adjustment of the air gap and the maintenance thereof can be visually recognized. While easily,
And it can be performed accurately.

Further, since the air gap can be accurately adjusted, it is easy to set the transmission torque according to the vehicle type, and the torque control characteristics are improved.

[Brief description of the drawings]

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

FIG. 2 is a sectional view taken along line XX of FIG. 2;

FIG. 3 is a cross-sectional view illustrating a coupling according to a second embodiment.

FIG. 4 is an enlarged view of a portion Y in FIG. 3;

FIG. 5 is a skeleton mechanism diagram showing a power system of a four-wheel drive vehicle using the coupling of each embodiment.

FIG. 6 is a skeleton mechanism diagram showing a power system of another four-wheel drive vehicle using the coupling of each embodiment.

FIG. 7 is a sectional view of a conventional example.

8 is an enlarged sectional view of a main part of the conventional example of FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1, 201 Coupling 3 Rotation case (case-like torque transmission member) 5 Inner shaft (shaft-like torque transmission member) 7 Multi-plate clutch (clutch) 9 Pressure plate (output side cam member of the second cam mechanism) 11 Leveraged Armature (existing member) 13 Cam member (input side cam member of second cam mechanism) 15 First cam (first cam mechanism) 17 Second cam (second cam mechanism) 19 Arranged outside rotating case Helical spline (first meshing portion having an axial torsion angle) 55 helical spline (second meshing portion having an axial torsion angle) 71 outside the rotating case 73, 209 Rotating case opening 75 Electromagnet air gap 203 Armature 2 05 First cam (first cam mechanism) 207 Magnetic circuit member (magnetic member) arranged outside the rotating case 211 Helical spline (meshed portion having a twist angle in the axial direction: first cam mechanism) 213 Helical Spline (meshed portion having an axial torsion angle: amplification mechanism) A Working radius of armature 11 (large) B Working radius of armature 11 (small)

Claims (4)

[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, a magnetic circuit including a gap formed between the armature and a magnetic member facing the armature, an electromagnet for moving the armature via the magnetic circuit, and a moving force of the armature. And a first cam mechanism that operates the second cam mechanism by the cam force, and amplifies the cam force by the first cam mechanism or another existing member or another existing mechanism. A coupling characterized by comprising an amplifying mechanism for enhancing the coupling force of the clutch. 2. The case according to claim 1, wherein the first cam mechanism has an armature supported on a support shaft so as to be movable in a rotational direction and an axial direction, and a twist angle in an axial direction. A first meshing portion connecting the torque transmitting member and the armature; and a second meshing portion connecting the armature and the cam member of the second cam mechanism. At least one set is arranged on the circumference of the armature, and the working radius A of the armature from the support shaft to the first meshing portion is made larger than the working radius B from the support shaft to the second meshing portion to leverage the armature. A coupling comprising an amplification mechanism. 3. The case according to claim 1, wherein the first cam mechanism has an armature arranged so as to be movable in the rotational direction and the axial direction, and a twist angle in the axial direction. A first meshing portion for connecting the armature and the torque transmitting member, wherein the amplifying mechanism has a twist angle in the axial direction and is a second meshing portion for connecting the armature and the cam member of the second cam mechanism; A coupling characterized in that the torsional angles of both meshing portions are adjusted so that the cam force generated in the second meshing portion when the armature is sucked is greater than the cam force generated in the first meshing portion. 4. 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, a magnetic circuit including a gap formed between the armature and a magnetic member facing the armature, an electromagnet for moving the armature via the magnetic circuit, and a moving force of the armature. And a first cam mechanism for operating the second cam mechanism by the cam force, wherein the electromagnet and the magnetic member are arranged outside the case-shaped torque transmitting member, and the opening of the case-shaped torque transmitting member is provided. By arranging this magnetic member and the armature so as to face each other,
A coupling, wherein the gap between an electromagnet and a magnetic member is disposed outside a case-shaped torque transmitting member.