JP2005114129A - Rotor for clutch device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To remarkably reduce the instability in performance and the leakage of magnetic flux caused by the complication of a structure, the increase of cost, the increase of weight, and the temperature change. <P>SOLUTION: This rotor 1 for a clutch device for transmitting the magnetic flux of an electromagnetic magnet 25 to connect and disconnect the clutch device 17, comprises a radial inner member 45, a radial outer member 47, and an intermediate member 49 mounted between both members 45, 47 for connecting them by radial elastic force and reducing the leakage of magnetic flux between both members 45, 47. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a rotor for a clutch device that transmits magnetic flux from an electromagnetic magnet arranged on a stationary side to the clutch device while rotating integrally with the clutch device, for example.

  Patent Document 1 describes a wet clutch device 501 as shown in FIG.

  The wet clutch device 501 includes a pulley 503 made of a magnetic material that is rotated by the driving force of the engine, a driven shaft 505 connected to an in-vehicle device (for example, a compressor), a hub 507 connected to the driven shaft 505, and a pulley 503. A multi-plate clutch 509, an armature 511, an electromagnetic magnet 513, and the like are arranged between the hub 507 and the hub 507.

  The electromagnetic magnet 513 penetrates into a ring-shaped recess 515 provided in the pulley 503 via an air gap 517. When the electromagnetic magnet 513 is excited, a magnetic flux loop 519 is formed, the armature 511 is attracted, and the multi-plate clutch 509 is attracted. And the driving force of the engine is transmitted from the pulley 503, the multi-plate clutch 509, and the driven shaft 505 to the in-vehicle device.

A pulley 503 made of a magnetic material includes a radially inner portion 521 that forms a unidirectional magnetic path of a magnetic flux and a radially outer portion 523 that forms a unidirectional magnetic path of the magnetic flux, and a gap 525 is provided between them. The gap 525 is closed by welding a non-magnetic ring 527 to reduce magnetic flux short-circuiting.
Japanese Patent Laid-Open No. 1-145438 (FIG. 7)

  As in the case of the wet clutch device 501, a configuration in which a part 521 forming a unidirectional magnetic path of a magnetic flux and a part 523 forming a magnetic unidirectional magnetic path are connected by a non-magnetic ring 527 in order to reduce a short circuit of the magnetic flux. In addition to the complicated structure, cost increase, weight increase, etc. due to the three-member configuration, both the air gap 517 and the gap 525 change due to the expansion and contraction of the ring 527 due to temperature change, and the magnetic resistance of the magnetic path fluctuates. As a result, the function (performance) of the wet clutch device 501 may become unstable.

  In addition to the above configuration, there is a configuration in which a circumferential notch and a bridge portion connecting these are provided between the inner portion 521 and the outer portion 523. In this case, magnetic flux leakage at the bridge portion is provided. Cannot be ignored.

  Accordingly, the present invention provides a complicated structure, increased cost, increased weight, unstable performance due to temperature change, reduced lubricity / coolability, and notched portions due to welding of nonmagnetic materials. An object of the present invention is to provide a rotor for a clutch device that can be suppressed from magnetic flux leakage at the bridge portion.

  The invention of claim 1 is a clutch device rotor for transmitting and receiving a magnetic flux of an electromagnetic magnet to interrupt the clutch device, wherein a radially inner member of a magnetic material serving as a magnetic path in one direction of the magnetic flux; A radially outer member of a magnetic material that becomes a magnetic path in the other direction, and is disposed between the radially outer member and the radially inner member, and connects the radially outer member and the radially inner member by a radial elastic force. And an intermediate member for reducing magnetic flux leakage between the two members.

  A second aspect of the present invention is the clutch device rotor according to the first aspect, wherein the intermediate member includes a gap that opens the rotor on both axial sides.

  In the clutch device rotor according to claim 1, an intermediate member is disposed between the radially outer member and the radially inner member, and these members are connected by the elastic force of the intermediate member, and the radially outer member and the radial direction are connected. Magnetic flux leakage between the two members is reduced by an intermediate member selected from a material having a larger magnetic resistance than the inner member, and expansion and contraction of the intermediate member due to temperature change is caused by the radial outer member and the radial inner member. Since the intermediate member is absorbed by the displacement within the set space, the function (performance) of the clutch device is greatly stabilized against temperature changes.

  Further, the configuration in which the radially outer member and the radially inner member are connected by the intermediate member is assembled in comparison with the configuration of the conventional example in which the radially inner portion 521 and the radially inner portion 523 are connected by welding the ring 527. Work is extremely easy and the work cost is greatly reduced.

  In addition, if the intermediate member is a commercially available material and dimensional standard that are easily available, the implementation cost is further reduced.

  Further, if the intermediate member has a continuous shape (ring shape) in the circumferential direction, the assembly is further facilitated and the assembly cost is reduced.

  When the non-magnetic member is selected as a material having an absolutely large magnetic resistance, the intermediate member includes, for example, aluminum, stainless steel, copper (phosphor bronze), and the like.

  According to the second aspect of the present invention, the clutch device rotor can achieve the same effects as the first aspect.

  In addition, since the intermediate member is provided with a gap that opens the rotor on both sides in the axial direction, the weight is reduced by this gap, and the oil can move through the gap, so the intermediate member is disposed on both sides in the axial direction of the rotor. In addition to the electromagnetic magnet for the clutch device, for example, a member such as a clutch plate or an armature, and the lubricity, cooling performance and durability of the clutch device are greatly improved.

  Examples will be described below.

  The clutch device rotor 1 according to one embodiment and a rear differential 3 (a differential device that distributes the driving force of the auxiliary drive source to the left and right rear wheels) using the clutch device rotor 1 will be described with reference to FIGS. 1 and 2. The rear differential 3 is used in a four-wheel drive vehicle, and a front differential (not shown) that is always driven (a differential device that distributes the driving force of the main drive source to the left and right front wheels). It is a four-wheel drive vehicle and the left-right direction in FIG. 1, FIG.

  The clutch device rotor 1 of the present embodiment transmits the magnetic flux of the electromagnetic magnet 25 to intermittently connect the clutch device 17, and includes a radially inner member 45 of a magnetic material that becomes a magnetic path in one direction of the magnetic flux, A radially outer member 47 of a magnetic material that becomes a magnetic path in the other direction, and is disposed between the radially outer member 47 and the radially inner member 45, and these are connected by the radial elastic forces 101 and 103. A magnetic flux leakage between the members 45 and 47 is reduced, and an intermediate member 49 of a nonmagnetic material having an axial gap 51 is formed.

  The power system on the front wheel side includes a horizontally installed engine (main drive source) and transmission, a front differential (a differential device that distributes the driving force of the engine to the left and right front wheels), a front axle, and left and right front wheels. The rear wheel power system includes an electric motor (sub drive source), a speed reduction mechanism, a rear differential 3, a generator attached to the engine, a sensor, a controller, a rear axle, left and right rear wheels, and the like.

  The electric motor, the speed reduction mechanism, and the rear differential 3 are accommodated in a casing 35. The electric motor is fixed to the casing 35 and connected to a generator via a controller. The casing 35 is provided with an oil reservoir. The reduction mechanism is composed of a two-stage reduction gear set, the electric motor is connected to the front gear set, and the rear differential 3 is connected to the rear gear set. The driving force of the electric motor is decelerated to the running speed range of the rear wheels by each reduction gear set, and the torque is amplified and transmitted to the rear differential 3.

  The controller performs driving of the electric motor, adjusting the number of rotations, stopping driving, and the like based on information from the sensor. In addition, as described below, the controller stops driving of the electric motor during normal traveling, cuts off the driving force at the rear differential 3 to stop the operation of the rear wheel side power system as described below, and Is driven by the engine, and the vehicle is brought into a two-wheel drive state by the front wheel side power system. When a large driving force is required, the controller drives the electric motor and connects the rear differential 3 to operate the rear wheel side power system to drive the rear wheel auxiliary to drive the vehicle to drive four wheels. .

  The rear differential 3 includes a clutch device rotor 1, a drive gear 5 having a portion for engaging a clutch device member described later, a differential case 7, a multi-plate main clutch 9, a ball cam 11, a pressure plate 13, a cam ring 15, and a multi-plate type. Pilot clutch 17 (clutch device), return spring 19, armature 21, electromagnetic magnet 23, bevel gear type differential mechanism 25, controller, and the like.

  The clutch device rotor 1 constitutes a part of the magnetic path of the electromagnetic magnet 23, and is configured to transmit and receive the magnetic flux of the electromagnetic magnet 23 to the pilot clutch 17 to connect and disconnect the pilot clutch 17.

  The drive gear 5 is formed with a large-diameter gear 27 that is one side gear of a subsequent reduction gear set. The drive gear 5 is supported on the differential case 7 by ball bearings 29 and 29 at a portion of the large-diameter gear 27. ing.

  In the differential case 7, the left boss portion 31 is supported by a casing 35 by a ball bearing 33, and the right boss portion 37 is supported by a ball bearing 39 and a core 41 of an electromagnetic magnet 23 fixed to the casing 35. It is supported by.

  The clutch device rotor 1 is disposed on the outer periphery of the right boss portion 37 (the differential case 7), is fixed by a snap ring 43, and is positioned in the axial direction. The clutch device rotor 1 also serves as the right side wall of the drive gear 5.

  As described above, the clutch device rotor 1 is disposed in the radially inner member 45 made of magnetic material, the radially outer member 47 made of magnetic material, and the gap 48 provided between the members 45 and 47. The intermediate member 49 is made of a non-magnetic material that connects the radially inward and outward elastic forces 101 and 103 to each other. As shown in FIG. 2, the intermediate member 49 has a wave ring shape in which a plate is formed into an uneven shape, and is provided with gaps 51 that open the rotor 1 on both sides in the axial direction between the members 45 and 47. In the apparatus rotor 1, magnetic flux leakage is reduced between the members 45 and 47 by the magnetic reluctance of the air in the intermediate member 49 and the gaps 48 and 51 of the nonmagnetic material. Note that the left half of FIG. 2 shows the virtual spring 105 by the intermediate member 49.

  The main clutch 9 is disposed between the drive gear 5 and the differential case 7, the outer plate 53 is splined to the inner periphery of the cylindrical portion extending to the drive gear 5, and the inner plate 55 is the outer periphery of the differential case 7. Connected to the spline. In addition, a pressure receiving ring 57 of the main clutch 9 is fixed to the differential case 7 by a snap ring 59.

  The pilot clutch 17 is disposed between the drive gear 5 and the cam ring 15, the outer plate 61 is splined to the inner periphery of the cylindrical portion extending to the drive gear 5, and the inner plate 63 is the outer periphery of the cam ring 15. Connected to the spline.

  The ball cam 11 is provided between the pressure plate 13 and the cam ring 15. The pressure plate 13 is splined to the differential case 7 so as to be axially movable, and receives the cam thrust force of the ball cam 11 to press the main clutch 9 as described below. A thrust bearing 65 that receives the cam reaction force of the ball cam 11 and absorbs the relative rotation between the cam ring 15 and the clutch device rotor 1 between the cam ring 15 and the radially inner member 45 of the clutch device rotor 1. Is arranged.

  The return spring 19 is disposed between the pressure plate 13 and the differential case 7 and urges the pressure plate 13 in the direction of releasing the connection of the main clutch 9.

  The armature 21 is disposed between the pressure plate 13 and the pilot clutch 17 (inner plate 63) so as to be axially movable and rotatable. The armature 21 is housed in a stepped portion 66 formed on the pressure plate 13, and the armature 21 is supported and centered on the outer periphery of the stepped portion 66 so as to be relatively rotatable.

  The electromagnetic magnet 23 has a core 41 fixed to the casing 35, and an appropriate air gap is formed between the core 41 and the clutch device rotor 1 (the radially inner member 45 and the radially outer member 47). ing. The core 41, the air gap, the clutch device rotor 1, the pilot clutch 17, and the armature 21 constitute a magnetic path of the electromagnetic magnet 23. When the electromagnetic magnet 23 is excited, a magnetic flux loop 67 is formed on the magnetic path. . Moreover, the lead wire of the electromagnetic magnet 23 is pulled out of the casing 35 through a grommet, and is connected to the vehicle battery side by a connector.

  The bevel gear differential mechanism 25 includes a plurality of pinion shafts 69, a pinion gear 71, output side gears 73 and 75, and the like. The pinion shafts 69 are arranged radially from the rotation center of the differential case 7, and the respective tips of the pinion shafts 69 are engaged with the engagement holes 77 of the differential case 7 and are prevented from rotating around the pressure receiving ring 57 by stepped portions 79. Each pinion gear 71 is rotatably supported on each pinion shaft 69, and the side gears 73 and 75 mesh with each pinion gear 71 from the left and right. A thrust washer 81 that receives the meshing reaction force of the side gears 73 and 75 is disposed between the side gears 73 and 75 and the differential case 7. The side gears 73 and 75 are spline-connected to the left and right rear axles, respectively, and each rear axle passes through the left and right boss portions 31 and 37 of the differential case 7 and the casing 35 and is connected to the left and right rear wheels. Further, seals 83, 83 are disposed between the left and right rear axles and the casing 35 to prevent oil leakage and entry of foreign matter from the outside.

  The rotation of the differential case 7 is distributed from the pinion shaft 69 to the side gears 73 and 75 via the pinion gears 71 and further transmitted from the rear axle to the left and right rear wheels.

  The controller performs excitation of the electromagnetic magnet 23, control of the excitation current, and excitation stop according to the road surface state detected by the sensor, the running condition such as start, acceleration, and turning of the vehicle and the steering condition. Further, the controller excites the electromagnetic magnet 23 simultaneously when rotating the electric motor, and stops the excitation of the electromagnetic magnet 23 simultaneously when stopping the rotation of the electric motor.

  When the electromagnetic magnet 23 is energized, the magnetic flux loop 67 is formed on the magnetic path as described above, the armature 21 is attracted, and the pilot clutch 17 is pressed and fastened with the rotor 1 for the clutch device, thereby pilot torque. Is generated. When the pilot torque is generated, the driving force of the electric motor is applied to the ball cam 11 via the cam ring 15 connected to the drive gear 5 by the pilot clutch 17 and the pressure plate 13 on the differential case 7 side, and the ball cam 11 generates the generated cam thrust force. As a result, the pressure plate 13 is moved to the left, and the main clutch 9 is pressed and fastened.

  When the main clutch 9 is thus connected, the driving force of the electric motor that rotates the large-diameter gear 27 (drive gear 5) is transmitted to the differential case 7, and the rotation is distributed to the left and right rear wheels by the differential mechanism 25. The vehicle is in a four-wheel drive state. Further, when a driving resistance difference occurs between the rear wheels on a rough road or the like, the driving force of the electric motor is differentially distributed to the left and right rear wheels by the rotation of the pinion gear 71.

  Further, when the excitation current of the electromagnetic magnet 23 is controlled, the slip ratio of the pilot clutch 17 changes, the cam thrust force of the ball cam 11 changes, and the driving force transmitted to the rear wheel side is controlled. When such driving force control is performed during turning, for example, turning performance and vehicle stability can be greatly improved.

  When the excitation of the electromagnetic magnet 23 is stopped, the pilot clutch 17 is released, the cam thrust force of the ball cam 11 disappears, the pressure plate 13 returns to the right by the urging force of the return spring 19, and the connection of the main clutch 9 is released. The vehicle is in a two-wheel drive state with front wheel drive.

  The rear differential 3 is immersed in an oil reservoir provided in the casing 35. This oil lubricates and cools the electromagnetic magnet 25 and the pilot clutch 17, and is provided in the clutch device rotor 1 and the intermediate member 49. It moves through the gaps 48 and 51, and the lubricity and cooling performance of the electromagnetic magnet 25 and the pilot clutch 17 are greatly improved.

  The oil in the oil pool is repelled by the rotation of the drive gear 5 (large-diameter gear 27), and the repelled oil enters between the drive gear 5 and the left and right gaps of the differential case 7 between the pilot gear and the pilot clutch. 17. The sliding portion (stepped portion 66) between the armature 21 and the pressure plate 13, the ball cam 11, the thrust bearing 65, the main clutch 9 and the like are lubricated and cooled.

  Further, as the differential case 7 rotates, the oil in the oil reservoir flows into the inside through the opening 85 of the differential case 7 and the spiral oil groove formed inside the boss portions 31 and 37, and the differential mechanism 25. The meshing portions of the gears 71, 73, 75 are lubricated / cooled, further moved to the main clutch 9 side by receiving centrifugal force, and the main clutch 9, ball cam 11, pilot clutch 17, etc. are lubricated / cooled, and then oil Return to the pool.

[Effect of rotor 1 for clutch device]
Since the clutch device rotor 1 is configured as described above, the following effects can be obtained.

  An intermediate member 49 made of a nonmagnetic material is disposed between the radially outer member 45 and the radially inner member 47, and the members 45 and 47 are connected by the elastic forces 101 and 103, and the intermediate member 49 and the gaps 48 and 51 are connected. Since magnetic flux leakage between the members 45 and 47 is reduced by the magnetic resistance, and expansion and contraction of the intermediate member 49 due to temperature change are absorbed by the members 45 and 47, the function (performance of the rear differential 3 (pilot clutch 17)) ) Is greatly stabilized against temperature changes.

  Moreover, the structure which connects the radial direction outer member 45 and the radial direction inner member 47 by the intermediate member 49 is very easy to assemble compared with the conventional structure, and the work cost is greatly reduced.

  In addition, since a commercially available product that is easily available can be used for the intermediate member 49, the implementation cost is further reduced in that case.

  Further, since the intermediate member 49 has a continuous shape (ring shape) in the circumferential direction, the assembly is further facilitated, and the assembly cost is reduced.

  Further, since the intermediate member 49 includes the axial gap 51, the rear differential 3 and the clutch device rotor 1 are reduced in weight by the gap 51.

  Further, since the oil can move through the gap 51 of the intermediate member 49, not only the electromagnetic magnet 25 but also the lubricity / coolability and durability of the pilot clutch 17 are greatly improved.

It is sectional drawing which shows the rear differential 3 using the rotor 1 for clutch apparatuses of one Example. It is sectional drawing which shows the intermediate member 49 etc. which were used for the Example of FIG. It is sectional drawing of a prior art example.

Explanation of symbols

1 Rotor for clutch device 17 Pilot clutch (clutch device)
45 radially inner member 47 radially outer member 49 intermediate member 51 gap 101, 103 elastic force

Claims (2)

A rotor for a clutch device that transmits and receives a magnetic flux of an electromagnetic magnet to interrupt the clutch device,
A radially inner member of a magnetic material that becomes a magnetic path in one direction of the magnetic flux;
A radially outer member of a magnetic material that becomes a magnetic path in the other direction of the magnetic flux;
An intermediate member that is disposed between the radially outer member and the radially inner member, connects the radially outer member and the radially inner member by a radial elastic force, and reduces magnetic flux leakage between the two members. A rotor for a clutch device, comprising: The invention according to claim 1,
The clutch device rotor, wherein the intermediate member includes a gap that opens the rotor on both axial sides.

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