JP2001050307A - Coupling and differential device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device being small in the number of parts, easy to assemble, with low cost, excellent on-vehicle property, easy lubrication, high durability, and fast operation response. SOLUTION: This device is provided with torque transmission members 3, 5, a main clutch 9 connecting therebetween, a pilot clutch 19 operated for connection by an electromagnet 7, and a cam 11 operated to connect the clutch 9 by receiving torque between the members 3, 5 when the clutch 19 is connected. In this case, the clutch 19 is a friction clutch formed between an armature 17 connected to one side member 15 of the cam 11 and the member 3, and the clutch 19 is fastened when the electromagnet 7 attracts the armature 17 to the member 3 side.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a coupling which is intermittently operated using an electromagnet, and a differential device which controls a differential limiting force using the electromagnet.

[0002]

2. Description of the Related Art A conventional coupling structure is disclosed in, for example, "Gaia New Model Manual, pp. 0-22", edited by Toyota Motor Corporation.
On the 29th, a coupling 201 as shown in FIG. 4 is described.

[0003] The coupling 201 is arranged in a rear wheel-side power transmission system of a four-wheel drive vehicle.
3, hub 205, multi-plate type main clutch 207 and pilot clutch 209, armature 211, electromagnet 2
13, a cam ring 215, a ball cam 217, a pressing member 219, a controller and the like.

[0004] The coupling 201 includes a differential carrier 22.
1, and the core 223 of the electromagnet 213 is supported on the inner periphery of the differential carrier 221.

[0005] The rotating case 203 has a bearing 22 at the front.
5, and a rear portion thereof is supported by a differential carrier 221 by a core 223 and a bearing 227 of the electromagnet 213.

[0006] The rotary case 203 is connected from the transfer to the transmission via a propeller shaft. Further, a drive pinion shaft 229 is spline-connected to the hub 205, and a drive pinion gear 231 integrally formed therewith meshes with a ring gear on the rear differential side.

The main clutch 207 includes a rotating case 203.
The pilot clutch 209 is disposed between the rotating case 203 and the cam ring 215.

Further, the ball cam 217 is provided with the cam ring 21.
5 and a pressing member 219, and the pressing member 219 is spline-connected to the hub 205.

The controller excites the electromagnet 213, controls the excitation current, and stops the excitation.

When the electromagnet 213 is excited, a magnetic loop 233 is formed in the magnetic circuit, the armature 211 is attracted, and the pilot clutch 209 is pressed and fastened. When the pilot clutch 209 is engaged, the torque between the rotating case 203 and the hub 205 is reduced by the ball cam 21.
7, the pressing member 21 is generated by the generated cam thrust force.
9, the main clutch 207 is pressed and engaged.

When the coupling 201 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 213 is controlled, the thrust of the pilot clutch 209 changes the cam thrust force of the ball cam 217, and the main clutch 2
The coupling force of 07 changes, and the driving force of the rear wheel is adjusted.

On the other hand, when the excitation of the electromagnet 213 is stopped,
The pilot clutch 209 is released and the ball cam 21 is released.
7, the main thrust force is released, the main clutch 207 is released, the connection of the coupling 201 is released, and the vehicle enters a two-wheel drive state.

[0014]

However, in the coupling 201, since the pilot clutch 209 is a multi-plate type, the number of parts is large.

Therefore, the assembling work is troublesome, the assembling man-hour is large, the cost is high, and the coupling 201 is large and heavy, so that the mounting property is reduced.

In addition, the multi-plate type pilot clutch 20
No. 9 is difficult to lubricate and has low durability because oil does not easily pass between the clutch plates, and also requires consideration for preventing abrasion and seizure, resulting in a high implementation cost.

Such a multi-plate pilot clutch 2
No. 09 has a slow response when connecting the coupling because the clutch plate is hard to move due to the viscosity and resistance of the oil, and a slow response when releasing the connection because the clutch plate is hard to separate.

Accordingly, the present invention provides a coupling for intermittently connecting and disconnecting a main clutch by an electromagnetic pilot function.
And a differential device for intermittently connecting the main clutch for limiting the differential by an electromagnetic pilot function.By not using a multi-plate clutch for the electromagnetic pilot function, the number of parts is small, assembly is easy, and low It is cost-effective, compact, easy to mount, easy to lubricate,
An object of the present invention is to provide a coupling and differential device having high durability and quick response to operation.

[0019]

According to a first aspect of the present invention, there is provided a coupling comprising: a case-shaped torque transmitting member; an axial torque transmitting member penetrating the case-shaped torque transmitting member; When the main clutch disposed between the pilot clutch is connected by an electromagnet or an urging member, and the pilot clutch is connected, the main clutch is operated by receiving the transmission torque between the two torque transmission members. And a stationary casing for accommodating them. A pilot clutch is formed between the armature movably connected to one side of the cam and the case-like torque transmitting member. A pilot clutch is engaged by an electromagnet or an urging member moving the armature toward the case-like torque transmitting member. And it features.

The coupling of the present invention may have a positive operation configuration in which the pilot clutch is connected when the electromagnet is excited, or a negative operation configuration in which the pilot clutch is connected by the biasing member when the excitation of the electromagnet is stopped. You may.

In the case of normal operation, for example, when the electromagnet is excited and the armature is attracted to the case-like torque transmitting member, the pilot clutch is engaged, and when the pilot clutch is engaged, the pilot clutch is closed. The cam operates by receiving the transmission torque, the main clutch is connected by the thrust force, and the coupling is connected.

For example, when this coupling is arranged in a rear-wheel-side power transmission system from a transfer of a four-wheel drive vehicle to a rear differential (a differential device for distributing the driving force of the engine to right and left rear wheels), the coupling is connected. Then, the driving force of the engine is sent to the rear wheels, and the vehicle enters the 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 is controlled, the armature moves due to the change in the attraction force, the cam thrust force changes due to the slip of the pilot clutch, and the coupling force of the main clutch (the transmission torque of the coupling: transmitted to the rear wheels) Driving force) can be adjusted.

By controlling the driving force distribution ratio between the front and rear wheels in this manner, the controllability and stability of the vehicle during turning are improved.

When the excitation of the electromagnet is stopped, the pilot clutch is released, the thrust force of the cam disappears, the main clutch is released, the coupling is disconnected, and the vehicle is driven by two wheels.

The coupling of the present invention differs from the prior art in that the friction clutch formed between the case-like torque transmitting member and the armature is a pilot clutch. Do not use

Therefore, since the number of parts is small, the assembling work is easy, the number of assembling steps is small, and the cost is low.

In addition, the coupling is lightweight and compact, so that the on-board performance is improved.

Further, unlike the multi-plate clutch, the pilot clutch provided between the armature and the case-shaped torque transmitting member is easy to pass oil and lubricated, so that there is a risk of wear and seizure. Less and high durability.

Further, since consideration for preventing abrasion and image sticking is unnecessary, the cost can be reduced accordingly.

Since the viscosity and resistance of the oil received by the pilot clutch are slight as compared with the multi-plate clutch,
Unlike the conventional example, in which the response to the connection operation and the connection release operation is slow due to the viscosity and resistance of the oil received by the multiple disc clutch, the operation response is extremely fast, and the maneuverability of the vehicle is greatly improved.

In the coupling according to the present invention, the armature is formed into a plurality of ring pieces and each armature is radially outwardly moved by an electromagnet or an urging member. The pilot clutch may be engaged by moving the armature. Alternatively, the armature may be moved in the axial direction to engage the pilot clutch.

When the armature is moved in the axial direction, the torque capacity of the pilot clutch can be increased by, for example, providing a conical friction surface on each of the armature and the case-like torque transmitting member to form the pilot clutch. What is necessary is just to use a cone clutch.

The operation of moving the armature by the electromagnet is performed by attracting the armature made of a magnetic material by the electromagnet.
The armature may be configured as a magnet, and the armature is moved by a repulsive force due to the magnetic force of the electromagnet.

When the biasing member is configured to connect the pilot clutch, the electromagnet is stopped while the pilot clutch is connected, so that the load on the battery is reduced and the fuel efficiency of the engine is improved. .

In addition to the above-described coupling of the present invention, in addition to being arranged in the rear-wheel-side power transmission system of the four-wheel drive vehicle,
It may be arranged in a front wheel side power transmission system from a transfer to a front differential (a differential device for distributing the driving force of the engine to the left and right front wheels).

Also in this case, when the coupling is connected, the vehicle enters a four-wheel drive state, and when the coupling is released, the vehicle enters a two-wheel drive state.

Further, when the couplings are arranged in the power transmission systems on the front wheel side and the rear wheel side, the coupling is divided on the propeller shaft on the front wheel side or on the propeller shaft on the rear wheel side. And the stationary casing housing the coupling may be attached and fixed to the vehicle body frame via rubber, a spring, a viscous damper, or the like.

The coupling of the present invention can be arranged between a front differential and one of left and right front wheels or between a rear differential and one of left and right rear wheels of a four-wheel drive vehicle.

Also in this case, when the coupling is connected, the vehicle enters a four-wheel drive state, and when the connection is released, the transmission of the driving force to the wheel side is stopped by the differential gears freely rotating differentially. The vehicle enters the two-wheel drive state.

According to a second aspect of the present invention, a case-like torque transmitting member which is rotated by a driving force of an engine, and a rotation of the case-like torque transmitting member is transmitted to a wheel side through a pair of shaft-like torque transmitting members. , A main clutch disposed between the case-shaped torque transmitting member and one of the shaft-shaped torque transmitting members to limit the differential of the differential mechanism, an electromagnet or an urging member. A pilot clutch operated to be connected, a cam that operates by receiving a transmission torque between the two torque transmitting members when the pilot clutch is connected to connect the main clutch, and a stationary casing that houses these cams; An armature and a case, in which a pilot clutch is movably connected to one side member of the cam.
A friction clutch formed between the armature torque transmitting member and an electromagnet or an urging member to move the armature toward the case torque transmitting member to thereby engage the pilot clutch. Features.

Similarly to the coupling of the present invention, the differential device of the present invention also has a positive working configuration in which the pilot clutch is connected when the electromagnet is excited, or when the excitation of the electromagnet is stopped, the pilot member is actuated by the biasing member. A negative operation configuration in which the clutch is connected may be employed.

In the case of normal operation, for example, when the electromagnet is excited and the armature is attracted to the case-like torque transmitting member side, the pilot clutch is engaged, and the cam operates by receiving the transmitted torque between the two torque transmitting members. Then, the main clutch is connected, and the differential of the differential mechanism is limited by the frictional resistance.

When the exciting current of the electromagnet is controlled, the slip of the pilot clutch changes, the frictional resistance of the main clutch changes, and the differential limiting force is adjusted.

On the other hand, when the excitation of the electromagnet is stopped, the main clutch is released, and the differential is allowed.

In the differential device according to the second aspect, the friction type pilot clutch is provided between the case-like torque transmitting member and the armature as described above. The same effect can be obtained.

According to a third aspect of the present invention, there is provided the coupling or the differential device according to the first or second aspect, wherein the armature of the pilot clutch is a plurality of ring pieces having a ring shape as a whole. A pilot clutch is formed by a friction surface on the outer periphery of each armature and a friction surface on the inner periphery of the case-shaped torque transmitting member, and an electromagnet or an urging member moves each armature radially outward. The pilot clutch is engaged by being moved, and an effect equivalent to the first and second aspects is obtained.

In this configuration, the armature is formed in a ring shape, and the pilot clutch is provided between the outer periphery of the armature and the inner periphery of the case-shaped torque transmitting member, so that the armature is moved radially outward. Then, the pilot clutch is engaged.

In such a configuration, the centrifugal force accompanying the rotation of the device is applied to the armature, so that the pilot clutch becomes a centrifugal clutch to obtain a large coupling force, and its slip is suppressed, and the thrust force of the cam is reduced. Reduction is prevented.

As described above, since a large torque capacity can be obtained at high speed rotation, the coupling improves, for example, the acceleration of the vehicle during high speed running, and the differential device has a large differential limiting force during high speed running. can get.

A coupling in which the pilot clutch has a centrifugal clutch function is most suitable for a starting clutch of a vehicle. When the vehicle starts or accelerates, the coupling force of the pilot clutch rapidly rises due to the centrifugal force, so that a large driving force is instantaneously provided. The force can be transmitted to the wheels, and the starting performance and the acceleration performance can be greatly improved.

Also, the differential device in which the pilot clutch has a centrifugal clutch function greatly limits the differential rotation between the wheels at the time of starting and accelerating, and effectively transmits the driving force to the road surface by both wheels. On both roads and rough roads,
Significantly improve startability and acceleration.

If the coupling and the differential device are arranged on the rear wheel side where the center of gravity of the vehicle body moves at the time of starting and accelerating, the coupling transmits a large driving force to the rear wheel at the time of starting and accelerating. Since the device greatly restricts the differential between the rear wheels, the start-up performance and the acceleration performance are all significantly improved.

Further, since the connecting force of the pilot clutch is strengthened by the centrifugal clutch function, the pilot clutch, the electromagnet, the urging member, and the like can be reduced in size, so that the device becomes more compact and the vehicle mountability is improved. improves.

According to a fourth aspect of the present invention, there is provided the coupling or the differential device according to the first to third aspects, wherein the cam has a pressing member movably connected to the shaft-shaped torque transmitting member; It is provided between the armature of the pilot clutch and the one side member connected to the armature of the pilot clutch. When the cam is operated by receiving the transmission torque, the pressing member moves by the cam thrust force to connect the main clutch. And an effect equivalent to those of claims 1 to 3 is obtained.

In addition to this, the configuration in which the cam is provided between the one-side member connected to the armature and the pressing member of the main clutch has a simple layout and can be implemented at low cost.

Further, since the pressing member of the main clutch is used as the other member of the cam, the device is configured to be compact and the on-board property is improved.

According to a fifth aspect of the present invention, there is provided the coupling or the differential device according to any one of the first to fourth aspects, wherein the core and the coil of the electromagnet are arranged in the radial direction of the armature and the case-shaped torque transmitting member. It is characterized by being arranged on the outside, and has the same effect as the first to fourth aspects.

In addition, since the core and coil of the electromagnet are arranged radially outside the armature and the case-shaped torque transmitting member, they are arranged in the axial direction of the case-shaped torque transmitting member. Compared with this, the device becomes compact in the axial direction, and the on-board performance is improved.

Further, the configuration in which the electromagnets are arranged radially outward of the case-like torque transmitting member is most suitable for the configuration of the third aspect in which the armature is moved radially outward.

In the present invention, the coil of the electromagnet is
The magnetic force may be guided to the axial side surface of the case-shaped torque transmitting member by a core, and the coil may be disposed on the axial side surface of the case-shaped torque transmitting member. The magnetic force may be guided to the outer circumference of the case-shaped torque transmitting member by the core.

According to a sixth aspect of the present invention, there is provided the coupling or the differential device according to the first to fifth aspects, wherein the case-shaped torque transmitting member is supported by the stationary casing through an electromagnet and a bearing. And the same effects as those of the first to fifth aspects are obtained.

In addition to this, since the core of the electromagnet is supported on the stationary casing by bearings, the stationary casing is supported.
The air gap formed between the case-like torque transmitting member supported by the shing and the electromagnet can be accurately adjusted to a predetermined narrow interval, and the magnetic resistance of the magnetic circuit including the air gap can be reduced. As the size decreases, the magnetoresistance stabilizes.

Therefore, when the pilot clutch is engaged by the electromagnet, the torque capacity of the main clutch is correspondingly increased, and the performance of the device is improved and stabilized.

[0065]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A coupling 1 (an embodiment of the present invention) will be described with reference to FIGS.

This coupling 1 is characterized in that
It has 5 and 6 features. FIG. 1 shows a coupling 1 and FIG. 3 shows a power system of a four-wheel drive vehicle using the coupling 1. The left and right directions are the left and right directions of the vehicle, and the left of FIGS. 1 and 2 corresponds to the front. In addition, members and the like without reference numerals are not shown.

As shown in FIG. 3, this power system includes a horizontally disposed engine 101, a transmission 103, a transfer 105, a front differential 107, and front axles 109 and 11.
1, left and right front wheels 113 and 115, a rear wheel side propeller shaft 117, a coupling 1, a rear differential 119, rear axles 121 and 123, left and right rear wheels 125 and 127, and the like.

As described above, the coupling 1 is disposed in the power transmission system on the rear wheel side.
5, 127, and controls the driving force transmitted to the rear wheels.

The driving force of the engine 101 is transmitted from the output gear 129 of the transmission 103 to the differential casing 133 of the front differential 107 via the ring gear 131, and from the front differential 107 via the front axles 109 and 111 to the left and right front wheels 113. , 115, and the propeller shaft 117 is rotated from the differential casing 133 via the transfer 105 to be transmitted to the coupling 1.

When the coupling 1 is connected, the driving force of the engine 101 is transmitted from the rear differential 119 to the rear axle 121,
Distributed to the left and right rear wheels 125, 127 via 123,
The vehicle enters the four-wheel drive state.

When the coupling 1 is disconnected, the rear wheels 119 below the rear differential 119 are disconnected, and the vehicle enters a two-wheel drive state.

As shown in FIG. 3, the rear differential 119 is accommodated in a differential carrier 135 (stationary side casing). The differential carrier 135 is configured by connecting a front cover-139 to a front end of a carrier main body 137 with a bolt 141. The carrier body 137 and the front cover-1
39 is filled with oils having different compositions.

As shown in FIG. 1, the coupling 1 comprises a rotating case 3 (casing torque transmitting member), an inner shaft 5 (shaft torque transmitting member), an electromagnet 7, and a multi-plate main clutch 9 , A ball cam 11 (cam), a pressure plate 13 (pressing member), a cam ring 15 (one side member of the cam), an armature 17, a pilot clutch 19, a controller and the like.

The rotating case 3 comprises a front case 21 and a rear rotor 23, which are integrated by welding.

The case 21 is made of a magnetic material, and the rotor 23 is made of a non-magnetic material. The rotor 23 may be made of a magnetic material, but is preferably made of a non-magnetic material.

The inner shaft 5 penetrates the rotating case 3 from behind.

The coil 25 and the core 27 of the electromagnet 7 are arranged on the outer peripheral side (radially outside) of the rotating case 3 (case 21). The support portion 29 integral with the core 27 is press-fitted into a press-fit portion 31 provided on a carrier main body 137 of the differential carrier 135, is centered, and is axially moved by a thrust washer 33 arranged between the support body 29 and the carrier main body 137. It is positioned in the direction.

The front end of the rotating case 3 (case 21)
It is supported by the front cover-139 of the differential carrier 135 by ball bearings 35 of both sides seals, and its rear end (rotor 23) is supported by the support portion 29 of the electromagnet 7 and the ball bearings 37 of both sides seals. By the carrier body 13
7 is supported.

An oil seal 39 is arranged between the carrier main body 137 and the rotor 23. This oil sheath
The oil sealed in the carrier body 137 of the differential carrier 135 and the oil sealed in the front cover-139 are prevented from being mixed with each other by the ball 39 and the ball bearings 37 of the seals on both sides.

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

An X-ring 45 having an X-shaped cross section is disposed between the inner shaft 5 and the rotor 23. The X ring 45 prevents the oil sealed in the carrier body 137 from mixing with the oil sealed in the rotating case 3 as described below.

A drive pinion shaft 143 on the rear differential 119 side is spline-connected to the rear end of the inner shaft 5. As described above, the inner shaft 5 is connected to the carrier main body 137 via the drive pinion shaft 143 by the pair of angular contact bearings supporting the drive pinion shaft 143.
It is supported by

These angular contact bearings are pressed by a lock nut 47 screwed to the drive pinion shaft 143, are adjusted in radial and axial clearances, and are centered.

A connecting shaft 49 is formed integrally with the case 21, and the connecting shaft 49 projects outside from the front of the front cover-139. A companion flange 145 is spline-connected to the connection shaft 49, and is fixed by a snap ring 51 and a washer 53.

As shown in FIG. 3, the companion flange 145 is connected to the flange 149 of the joint 147, and the rotating case 3 is connected to the propeller shaft 117.

An oil seal 55 is arranged between the front cover-139 and the companion flange 145. The oil seal 55, together with the ball bearings 35 of the seals on both sides, prevents the oil sealed in the front cover 139 from leaking and preventing foreign substances from entering the differential carrier 135.

Oil is injected into the rotating case 3 from an oil supply channel 57 provided in the case 21. The oil supply passage 57 is sealed by press-fitting a sealing ball 59 after injecting oil. As this oil, an oil different from each oil of the differential carrier 135 is used.

The main clutch 9 is connected to the rotating case 3 (case).
(21) and the inner shaft 5. A through hole 63 is provided in an inner plate 61 of the main clutch 9.

The ball cam 11 is a pressure plate 1
3 and the cam ring 15.

The pressure plate 13 is spline-connected to the outer circumference of the inner shaft 5 on the inner circumference side. The pressure plate 13 is provided with a through hole 65 for draining oil.

Further, between the cam ring 15 and the rotor 23 of the rotating case 3, a thrust bearing 67 for receiving the cam reaction force of the ball cam 11 and a washer 69 are arranged.

The armature 17 is, as shown in FIG. 2, four ring pieces exhibiting a ring shape as a whole. Each armature 17 is connected to a spline 73 formed on the outer circumference of the cam ring 15 by a spline 71 formed on the inner circumference so as to be movable in the radial direction.

The pilot clutch 19 is a friction clutch comprising a friction surface 75 formed on the outer periphery of each armature 17 and a friction surface 77 formed on the inner periphery of the case 21. When 17 moves radially outward, it is fastened by the frictional resistance of each friction surface 75, 77.

Electromagnet 7 arranged on the outer peripheral side of case 21
The coil 25 and the core 27 are arranged at axial positions facing the respective armatures 17 and form an air gap 79 with the outer periphery of the case 21.

The case 21 is divided forward and backward by a ring 81 made of stainless steel (non-magnetic material). This ring 81 prevents the magnetic force of the electromagnet 7 from being short-circuited and concentrates the magnetic force on the armature 17.

The lead wire of the electromagnet 21 is
5 is drawn out through a grommet attached to the connector 5, and is connected to a connector on the vehicle-mounted battery side via a connector.

The X ring 4 between the rotor 23 and the inner shaft 5 is provided between the rotating case 3 and the inner shaft 5.
5 and a sealing ball 59 press-fitted into the oil supply passage 57 of the case 21, form a sealed space 83, in which the injected oil and air are filled. Is housed.

The inner shaft 5 has a capacity increasing space 85 which communicates with the closed space 83 to increase the capacity.

When the coupling 1 rotates, the closed space 8
The oil 3 is the outer plate 87 of the main clutch 9
And the inner plate 61 is lubricated and cooled. At this time, the through holes 63 provided in the inner plate 61 diffuse the oil to all the sliding surfaces, thereby improving the efficiency of lubrication and cooling.

The oil passes through the through hole 65 of the pressure plate 13 from the side of the main clutch 9, and the splines 71 and 73 of the ball cam 11, the armature 17 and the cam ring 15, and the friction surface 75 of the pilot clutch 19. , 7
7. Lubricate and cool the thrust bearing 67 and the washer 69 and the like.

The centrifugal force of the coupling 1 promotes the flow and diffusion of the oil, and improves the lubricity and the cooling property.

The controller detects turning based on the vehicle speed, steering angle, lateral G, and the like, or performs excitation of the electromagnet 7, control of the excitation current, and stop of excitation according to the road surface condition.

When the electromagnet 7 is excited, a magnetic loop 89 is formed in a magnetic circuit including the core 27, the air gap 79, the rotor 21, each armature 17, and the like. The air is sucked radially outward, and the pilot clutch 19 is engaged.

When the pilot clutch 19 is engaged,
The transmission torque between the rotating case 3 and the inner shaft 5 is applied to the ball cam 11, and the pressure plate 13 is moved by the generated cam thrust force, and the main clutch 9 is pressed and fastened, and the coupling 1 Are linked.

At this time, the centrifugal force of each armature 17 is applied to the pilot clutch 19 and the coupling force is strengthened to suppress the slip, so that the reduction of the cam thrust force of the ball cam 11 is prevented, and the main clutch 9 The coupling force of (coupling 1) is kept high.

When the coupling 1 is connected, the driving force of the engine 101 is sent to the rear wheels 125 and 127, and the vehicle is driven in a four-wheel drive state. Is improved.

In particular, when starting and accelerating, the connecting force of the pilot clutch 19 rapidly rises due to the centrifugal force.
Since a large driving force is transmitted to the rear wheels 125 and 127 where the center of gravity of the vehicle body moves, the startability and acceleration of the vehicle are greatly improved.

When the attraction force of the armature 17 is adjusted by controlling the exciting current of the electromagnet 7, the pilot clutch 1
As a result, the cam thrust force of the ball cam 11 changes due to the sliding of the cam 9 and the transmission torque of the main clutch 9 (coupling 1) changes, so that the driving force sent to the rear wheels 125 and 127 can be adjusted.

By controlling the driving force distribution ratio between the front and rear wheels in this way, for example, the steering and stability of the vehicle during turning traveling are improved.

On the other hand, when the excitation of the electromagnet 7 is stopped, the pilot clutch 19 is released, the cam thrust force of the ball cam 11 disappears, the main clutch 9 is released and the connection of the coupling 1 is released. The wheels are driven.

Further, the pressure plate 13 provided with the through hole 65 has a low resistance to movement by oil,
The response to the coupling operation and the disconnection operation of the coupling 1 is improved, and the maneuverability and stability of the vehicle are further improved.

The coupling 1 corresponds to the arrow 15 in FIG.
As shown in FIG. 1, it may be arranged between the transfer 105 and the propeller shaft 117.

In this case, as in the case of FIG. 3 in which the coupling 1 is disposed between the propeller shaft 117 and the rear differential 119, the connection and disconnection of the rear wheels 125 and 127 and the control of the transmission torque are performed.

The coupling 1 has arrows 153 and 15
5 may be disposed between the front differential 107 and either of the left and right front wheels 113 and 115, or may be disposed in combination with a gear mechanism in the transfer 105 as indicated by an arrow 157. Good.

Further, the coupling 1 has an arrow 159,
As indicated by 161, it may be arranged between the rear differential 119 and either of the left and right rear wheels 125 and 127.

When the couplings 1 are connected, the vehicle enters the four-wheel drive state when the couplings 1 are connected. When the connection is released, the differential rotation of the front differential 107 becomes free, and the front wheels 113, 155 are provided. The transmission of the driving force to 115 is stopped, and the vehicle enters the two-wheel drive state.

[0117] In the case of being provided at the position of arrow 157,
A function equivalent to the case where the propeller shaft 117 is arranged between the rear differential 119 and the propeller shaft 117 is obtained.

When the couplings are connected at the positions indicated by arrows 159 and 161, when the coupling 1 is connected, the vehicle enters a four-wheel drive state. When the connection is released, the differential rotation of the rear differential 119 becomes free, and the rear wheels 125 and 161 become free. The transmission of the driving force to the motor 127 is stopped, and the vehicle enters the two-wheel drive state.

In this case, the transfer 105
If the clutch for interrupting the driving force is provided, the propeller shaft 117 can be kept completely stationary, so that noise, vibration, wear and the like can be greatly reduced, and the fuel efficiency of the engine 101 can be improved.

Further, the coupling 1 is indicated by arrows 151, 15
7, the hub clutches 163, 165 are disposed between the rear axles 121, 123 and the rear wheels 125, 127, and the coupling between them is released in conjunction with the coupling 1, so that the coupling 1 to the rear wheels 125 and 127, the rotation of the engine 101 and the rear wheels 125 and 1
27, the rotation is stopped, noise, vibration, wear, etc. are greatly reduced, and the fuel efficiency of the engine 101 is improved.

Thus, the coupling 1 is configured.

As described above, the coupling 1 forms the friction type pilot clutch 19 between the case 21 and each armature 17.

Therefore, unlike the conventional example using a multi-plate type pilot clutch, the number of parts is small, so that the assembling work is easy, the number of assembling steps is small, and the cost is low.

In addition, the coupling 1 is lightweight and compact, and the mountability is improved.

Further, unlike the multi-plate clutch, the pilot clutch 19 is easy to pass oil and easy to lubricate, so that it is less likely to be worn or seized and has high durability.

In addition, since there is no need to take measures to prevent wear and seizure, the cost can be reduced accordingly.

Since the viscosity and resistance of the oil received by the armature 17 of the pilot clutch 19 are slight as compared with the multi-plate clutch, the response of the coupling 1 to the connection operation and the disconnection operation is extremely fast, and Drivability is greatly improved.

Further, by providing the pilot clutch 19 on the outer peripheral side of the armature 17, a centrifugal clutch function generated by applying a centrifugal force to each armature 17 enables
Slip of the pilot clutch 19 is suppressed, and a decrease in the thrust force of the ball cam 11 is prevented.

As described above, the larger the rotational speed of the coupling 1, the larger the torque capacity is obtained. Therefore, the acceleration of the vehicle running at high speed is improved.

The coupling 1 in which the pilot clutch 19 has a centrifugal clutch function is most suitable for a starting clutch of a vehicle. As described above, the coupling force of the pilot clutch 19 rapidly rises at the time of starting or accelerating, and a large driving force Is instantaneously transmitted to the rear wheels 125 and 127, so that the startability and acceleration of the vehicle are greatly improved.

Further, by disposing the coupling 1 on the side of the rear wheels 125 and 127 where the center of gravity of the vehicle body moves at the time of starting and accelerating, the rear wheels 125 and 12 are connected via the coupling 1.
7, a large driving force is transmitted, and the starting performance and the acceleration performance are further improved.

Further, since the coupling force of the pilot clutch 19 is strengthened by the centrifugal clutch function, the pilot clutch 19, the electromagnet 7 and the like can be reduced in size accordingly, and the coupling 1 can be made more compact, so that it can be mounted on a vehicle. Is improved.

Further, the ball cam 11 is provided between the cam ring 15 spline-connected to the armature 17 and the pressure plate 13 which is a pressing member of the main clutch 9.
Is easy to lay out and can be implemented at low cost.

Further, since the pressure plate 13 is used as the cam member of the ball cam 11, the coupling 1 is so compactly formed that the vehicle mountability is improved.

Further, since the core 27 and the coil 25 of the electromagnet 7 are arranged radially outside the armature 17 and the rotating case 3, they are compared with a configuration in which these are arranged in the axial direction of the rotating case 3. As a result, the coupling 1 becomes compact in the axial direction, so that the on-board performance is improved.

The configuration in which the electromagnet 7 is arranged radially outward of the rotating case 3 is most suitable for the coupling 1 that attracts the armature 17 radially outward.

Since the support portion 29 of the electromagnet 7 is supported by the differential carrier 135 via the bearing 37, the air gap 79 between the case 21 and the electromagnet 7 can be accurately adjusted to a predetermined narrow interval.

Accordingly, the magnetic resistance of the magnetic circuit including the air gap 79 is reduced and stabilized, and the torque capacity of the coupling 1 is correspondingly increased and the performance is stabilized.

The invention of claim 2 is a differential device in which the differential rotation of the differential mechanism is limited by the differential limiting force of the main clutch, and has the same effect as the coupling of claim 1.

Further, as described in claim 5, in the coupling and differential device of the present invention, the coil of the electromagnet is arranged radially outside the case-like torque transmitting member, and the case-like torque is determined by the core. The magnetic force may be guided to the axial side surface of the transmission member. Further, the coil may be arranged on the axial side surface of the case-shaped torque transmitting member, and the magnetic force may be guided to the outer periphery of the case-shaped torque transmitting member by the core.

Further, as described in claims 1 and 2,
The coupling and differential device of the present invention has a positive operation configuration in which the pilot clutch is connected when the electromagnet is excited, or a negative operation configuration in which the pilot clutch is connected by the biasing member when the excitation of the electromagnet is stopped. You may.

In the case of the negative operation configuration, the electromagnet is stopped while the pilot clutch is connected, the load on the battery is reduced, and the fuel efficiency of the engine is improved.

In the present invention, the main clutch may be a wet clutch or a dry clutch.

[0144]

The coupling according to the first aspect does not use a multi-plate type pilot clutch, so that the number of parts is small.
It is easy to assemble, low-cost, lightweight, compact, and has improved on-boardability.

The friction type pilot clutch formed between the armature and the case-shaped torque transmitting member is easy to lubricate, unlike the multi-plate clutch, so that there is little possibility of wear and seizure. In addition to the high durability, there is no need to consider wear and seizure, and the cost can be reduced accordingly.

Further, since the viscosity and resistance of the oil received by the pilot clutch are slight as compared with the multi-plate clutch, the response to the connection operation and the connection release operation is extremely fast, and the maneuverability of the vehicle is greatly improved. .

The differential device according to the second aspect is characterized in that
By forming a friction type pilot clutch between the mache and the case-like torque transmitting member, the same effect as the coupling of the first aspect is obtained.

According to the third aspect of the invention, the same effects as those of the first and second aspects are obtained, and the pilot clutch is a centrifugal clutch, so that a large torque capacity can be obtained when rotating at high speed.
The coupling improves the high-speed running performance of the vehicle, and the differential device can obtain a large differential limiting force during high-speed running.

The coupling having this configuration is most suitable for a starting clutch, and instantaneously transmits a large driving force to wheels to greatly improve the starting and acceleration of the vehicle.

In addition, the differential device that greatly restricts the differential rotation between the wheels at the time of starting or accelerating greatly improves the startability and acceleration of the vehicle on both good roads and bad roads.

Further, since the connecting force of the pilot clutch is strengthened by the centrifugal clutch function, the pilot clutch, the electromagnet, the urging member, and the like can be reduced in size. improves.

According to the fourth aspect of the invention, the same effects as those of the first to third aspects can be obtained, the layout is easy, and the invention can be implemented at low cost.

Further, by using the pressing member of the main clutch as the other member of the cam, the size of the apparatus is further reduced and the mountability on the vehicle is improved.

According to the fifth aspect of the present invention, the same effects as those of the first to fourth aspects are obtained, and the device is made compact in the axial direction.
The on-board performance is improved.

According to the sixth aspect of the present invention, the same effects as those of the first to fifth aspects are obtained, and the magnetic resistance including the air gap is reduced and stabilized, and the performance of the device is improved and stabilized.

[Brief description of the drawings]

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

FIG. 2 is a view showing an armature used for the coupling of FIG. 1;

FIG. 3 is a skeleton diagram showing a power system of a four-wheel drive vehicle using the coupling of FIG. 1;

FIG. 4 is a sectional view of a conventional example.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Coupling 3 Rotation case (case-like torque transmission member) 5 Inner shaft (shaft-like torque transmission member) 7 Electromagnet 9 Main clutch 11 Ball cam (cam) 13 Pressure plate (pressing member) 15 Cam ring (one side member of cam) 17 Ring-shaped armature 19 Pilot clutch (friction clutch) 25 Coil of electromagnet 7 Core of electromagnet 7 37 Bore for supporting electromagnet 7 on differential carrier 135 side
Bearing 71 Spline formed on the inner periphery of armature 17 (connection portion with cam ring 15) 73 Spline formed on the outer periphery of cam ring 15 (connection portion with armature 17) 75 On the outer periphery of armature 17 Friction surface of pilot clutch formed 77 Friction surface of pilot clutch formed on inner periphery of case 21 135 differential carrier (static side casing)

Claims (6)

[Claims] 1. A case-shaped torque transmitting member, a shaft-shaped torque transmitting member penetrating the case-shaped torque transmitting member, a main clutch disposed between the two torque transmitting members, an electromagnet, or A pilot clutch operated by an urging member, a cam that operates by receiving a transmission torque between the two torque transmitting members when the pilot clutch is connected, and connects the main clutch, and a stationary side housing that houses these. An armature and a casing movably connected to one side member of the cam.
A friction clutch formed between the armature torque transmitting member and an electromagnet or an urging member to move the armature toward the case torque transmitting member to thereby engage the pilot clutch. Characteristic coupling. 2. A case which is rotated by a driving force of an engine.
A torque transmission member, a differential mechanism for distributing the rotation of the case torque transmission member to the wheel side through a pair of shaft torque transmission members, and a case torque transmission member and one shaft. A main clutch that is disposed between the torque transmitting member and restricts the differential of the differential mechanism, an electromagnet, or a pilot clutch that is connected and operated by an urging member; An armature operatively connected to the main clutch by receiving the transmission torque between the armature and a stationary casing for accommodating the cam; a pilot clutch movably connected to one side member of the cam; A friction clutch formed between the casing and the case-like torque transmitting member, wherein an electromagnet or an urging member moves the armature toward the case-like torque transmitting member, and thus a pyro clutch. Differential apparatus characterized by Tokuratchi is fastened. 3. The invention according to claim 1, wherein the armature of the pilot clutch is a plurality of ring pieces exhibiting a ring shape as a whole, and the pilot clutch is provided on the outer periphery of each armature. It is formed of a friction surface and a friction surface on the inner circumference of the case-shaped torque transmitting member, and is formed by an electromagnet
A coupling or differential device in which a pilot clutch is fastened by moving each armature radially outward with an urging member. 4. The invention according to claim 1, wherein the cam is connected to a pressing member movably connected to the shaft-shaped torque transmitting member and an armature of the pilot clutch. It is provided between the said one side member,
A coupling or differential device characterized in that when a cam is actuated by receiving a transmission torque, a pressing member moves by the cam thrust force to connect a main clutch. 5. The invention according to claim 1, wherein the core and the coil of the electromagnet are arranged radially outside of the armature and the case-shaped torque transmitting member. Characteristic coupling or differential device. 6. The cup according to claim 1, wherein the case-shaped torque transmitting member is supported by the stationary casing through an electromagnet and a bearing. Ring or differential device.