JP2009014202A - Rotation transmitting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rotation transmitting device to be incorporated on a drive path for a four-wheel drive vehicle for transmitting/interrupting driving force according to the travelling condition of the vehicle. <P>SOLUTION: Between the opposed faces of an outer ring 2 and an input shaft 4, a cylinder face 6 and a cam face 7 are formed to form a wedge space. Rollers 10 are incorporated in pockets of a cage 8 provided therebetween, an electromagnetic clutch 14 is connected to the cage 8, and a switch spring 13 is mounted between the cage 8 and the input shaft 4. An amount of current flows in a coil 16 of the electromagnetic clutch 14 depending on the travelling condition of the vehicle to control a two-way clutch formed between the outer ring 2 and the input shaft 4 to transmit/interrupt driving force. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a rotation transmission device that transmits a driving force of a four-wheel drive vehicle, and more particularly to a device that is used for switching between driving force transmission and cutoff in a driving path of a four-wheel drive vehicle.

  A so-called tight corner braking phenomenon occurs when a four-wheel drive vehicle (hereinafter referred to as a 4WD vehicle) directly connected to the front and rear wheels turns on a tight corner of a paved road. Japanese Laid-Open Patent Application No. 4-173064 and Japanese Patent Application No. 4-182476 propose a rotation transmission device using sprags or rollers as engaging elements.

  These devices are two-way drive devices that switch the phase of the cage according to the direction of rotation and engage the engagement element with the inner and outer wheels. When mounted on the front propeller shaft of an FR-based 4WD vehicle as shown in FIG. When the rear wheel slips during acceleration, the rotation of the input shaft of the rotation transmission device is increased accordingly, so that the engagement element is engaged and torque is transmitted to the output shaft, resulting in 4WD. On the other hand, when the vehicle turns, the front wheels (output shaft side) of the vehicle rotate fast. At this time, the engagement of the rotation transmission device is not engaged, and the input shaft and the output shaft rotate idle. Therefore, tight corner braking does not occur.

  By the way, in the proposed device, the torque of the engine brake of the vehicle is in the direction of decelerating the rotation of the input shaft of the device, and the input shaft and the output shaft idle in that direction. Torque is not transmitted. In other words, the engine brake works only on the rear wheels. For this reason, when the engine brake is applied strongly on a road surface with a low friction coefficient such as a snowy road, the rear wheels slip in the deceleration direction, lose the frictional force, and the vehicle becomes unstable. If the engine brake is too strong, the vehicle may spin.

  Consider a case where an ABS (anti-lock braking system) is mounted on a 4WD vehicle equipped with the proposed device. In general, the braking force of a vehicle is larger on the front wheel side than on the rear wheel, and when full braking is applied, the vehicle is locked ahead of the front wheel.

  At this time, the output shaft (front wheel side) of the device attempts to decelerate, but since the engaging element engages in this direction, the input shaft is also decelerated simultaneously. That is, since the front wheels are locked at the same time as the rear wheels, there is a problem that even if the ABS is mounted, the difference in rotational speed between the front and rear wheels is difficult to detect and the controllability is poor.

  Accordingly, an object of the present invention is to transmit a driving force with respect to forward and reverse rotations, to avoid a tight corner brake during turning, and to appropriately transmit engine brake torque to the front wheels. Another object of the present invention is to provide a rotation transmission device capable of idling in both directions during ABS operation.

  In order to solve the above-mentioned problems, the invention according to claim 1 forms a cylindrical surface on one of the opposing surfaces of the outer ring and the inner member fitted therein and a wedge space between the other and the cylindrical surface. A roller that forms a plurality of cam surfaces, and engages between the cylindrical surface and the cam surface by relative rotation of the outer ring and the inner member in a pocket of a cage provided between the opposing surfaces of the outer ring and the inner member. Built-in, the cage and outer ring or inner member are connected together through a clearance in the rotational direction so that they can rotate together, and the roller is not engaged between the cage and outer ring or inner member and held in a neutral position. The armature is attached to the end of the cage so as not to rotate and to be movable in the axial direction, and is fixed to the inner member or the outer ring between the outer ring and the inner member. A friction member and an electromagnet for attracting the armature. It is obtained by employing the configuration I do.

  According to a second aspect of the present invention, a cylindrical surface is formed on one of the opposing surfaces of the outer ring and the inner member fitted thereto, and a plurality of cam surfaces are formed on the other to form a wedge space between the outer ring and the outer ring. A roller that engages between the cylindrical surface and the cam surface by the relative rotation of the outer ring and the inner member is incorporated into a pocket of the cage provided between the opposing surfaces of the inner member and the inner member. An elastic member is incorporated between the retainer and the outer ring or the inner member so as to be held in a neutral position without engaging a roller. The friction member fixed to the outer ring and the electromagnet for attracting the armature are incorporated between the inner member and the inner member. The armature is non-rotatably fitted to the friction member, and the cage is placed between the armature and the friction member. Non-rotatable, slidable mat Are those which adopted the inserted up the Chipureto.

  According to a third aspect of the present invention, a cylindrical surface is formed on one of the opposing surfaces of the outer ring and the inner member fitted thereto, and a plurality of cam surfaces are formed on the other to form a wedge space between the outer ring and the outer ring. A roller that engages between the cylindrical surface and the cam surface by the relative rotation of the outer ring and the inner member is incorporated into a pocket of the cage provided between the opposing surfaces of the inner member and the inner member. An elastic member is incorporated between the retainer and the outer ring or the inner member so as to be held in a neutral position without engaging a roller. The friction member fixed to the inner member and the electromagnet for attracting the armature are incorporated between the inner member and the inner member, and the armature is non-rotatably fitted to the friction member and held between the armature and the friction member. Non-rotatable and slidable Is obtained by adopting a configuration in which the insertion of the clutch plate.

  According to a fourth aspect of the present invention, in the first to third aspects of the invention, an elastic member is inserted between the armature and the friction member in order to separate the armature from the friction member when no current flows through the electromagnet. Is adopted.

  The invention of claim 5 employs a structure in which a plurality of oil grooves are arranged on the sliding surface of the armature or the friction member in the inventions of claims 1 to 4.

  According to a sixth aspect of the present invention, in the first to fifth aspects of the present invention, a plurality of outer plates fitted to the outer ring so as not to rotate relative to each other, and a plurality of inner plates fitted to the inner member so as not to rotate relative to each other. Are alternately superposed, and a configuration in which a multi-plate friction clutch in which the most end portion is pressed by an elastic member is added is adopted.

  The invention according to claim 7 is the invention according to any one of claims 1 to 5, wherein a plurality of outer plates are fitted to the outer ring so as not to be relatively rotatable, and a plurality of inner plates are fitted to the inner member so as not to be relatively rotatable. In this configuration, a viscous clutch in which high-viscosity oil is sealed is added to the gaps alternately.

  The invention according to claim 8 employs a configuration in which the rotational speed of the front and rear wheels or the front and rear propulsion shafts of the vehicle is measured by a sensor, and the current of the electromagnet is controlled in accordance with the rotational speed difference or the rotational speed change. It is.

  Here, the rotation transmission device is mounted on the front wheel drive path of an FR-based 4WD vehicle in which the rear wheel propulsion shaft is directly connected to the transmission and the front wheel propulsion shaft is branched by the transfer.

  As described above, when the rotation transmission device of the present invention is installed, the driving performance equivalent to the direct connection 4WD can be obtained regardless of whether the vehicle is moving forward or backward, and the tight corner braking phenomenon can be prevented during turning, and The engine brake torque is distributed to the four wheels, and the ABS controllability can be improved by cutting off the restraining force of the front and rear wheels during ABS operation.

  Further, according to claim 2 and claim 3, since the lightweight clutch plate is only non-rotatably locked to the cage, the inertia is reduced and the armature friction is approximately doubled without increasing the capacity of the electromagnet. Torque can be generated, and according to claims 4, 5, 6, and 7, the sliding resistance is reduced, so that the design of the torque of the switch spring can be given a degree of freedom.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  In the first embodiment shown in FIGS. 1 to 6, in the rotation transmission device 1, an input shaft 4 is rotatably housed via a bearing 3 in an outer ring 2 that is a driven member, and the outer ring 2 and the input shaft 4. A two-way clutch A is assembled between the two, and an input ring 5 is attached to the end of the input shaft 4 via a spline.

  In the two-way clutch A, a cylindrical surface 6 is formed on the inner diameter surface of the outer ring 2, and a plurality of flat cams are provided at predetermined intervals on the outer diameter surface of the large diameter portion provided on the input shaft 4 so as to correspond to this. Surfaces 7 are formed, and each cam surface 7 forms a wedge-shaped space between the cylindrical surface 6 of the outer ring 2 and narrower on both sides in the circumferential direction.

  An annular cage 8 is fitted and inserted into the large-diameter portion of the input shaft 4, and the same number of pockets 9 as the cam surface 7 are formed in the circumferential direction of the cage 8. The roller 10 is incorporated. The rollers 10 are incorporated one by one with respect to each cam surface 7 of the input shaft 4, and when the roller 10 is moved by a predetermined amount in the circumferential direction by the cage 8, it engages between the cam surface 7 and the cylindrical surface 6, The outer ring 2 and the input shaft 4 are integrated.

  As shown in FIG. 3, both the retainer 8 and the input shaft 4 have notches 11 and 12 in a part in the circumferential direction, and both ends are set by bending a switch spring 13 as an elastic member there. To do.

  When the notches 11 and 12 of the cage 8 and the input shaft 4 coincide with each other, the positional relationship between the cam surface 7 of the input shaft 4 and the pocket 9 and roller 10 of the cage 8 is designed as shown in FIG. There is a gap a between the roller 10 and the outer ring 2. Therefore, when the switch spring 13 is set, the input shaft 4 and the outer ring 2 are not engaged and a neutral standby is established.

  As shown in FIG. 1, an electromagnetic clutch 14 is incorporated between the input shaft 4 and the outer ring 2. The electromagnetic clutch 14 is press-fitted non-rotatably into a field core 17 that houses an electromagnet 16 in a fixed portion 15 that partially protrudes outward from the end of the outer ring 2, and is externally fitted to the field core 17 so as to be rotatable. The rotor 18 is press-fitted in a non-rotatable manner with a non-magnetic rotor guide 19, and the rotor guide 19 is rotationally stopped from the outer ring 2 by a pin 20.

  Therefore, the field core 17 is a fixed member, and the outer ring 2, the rotor guide 19, and the rotor 18 do not rotate at any time, and the rotor 18 is a friction member fixed to the outer ring 2.

  As shown in FIG. 5, the armature 21 disposed between the rotor 18 and the end of the cage 8 has a protrusion 22 provided on the inner diameter portion engaged with a notch 23 of the cage 8, so that the cage 8 On the other hand, it cannot rotate and can move in the axial direction. Further, the thickness of the armature 21 is set so that a gap b is formed between the facing surfaces of the armature 21 and the rotor 18, and the armature 21 and the rotor 18 can be rotated relative to each other.

  That is, the rotor 18 is connected to the outer ring 2, and the armature 21 is connected to the input shaft 4 via the cage 8 and the switch spring 13.

  A multi-plate friction clutch 51 is connected to the outer ring 2 of the rotation transmission device 1. The multi-plate friction clutch 51 is movable in the axial direction integrally with the housing 52 in the rotational direction between the housing 52 fixed to the end of the outer ring 2 with a bolt or the like and the inner ring 53 externally fixed to the input shaft 4. The outer plate 54 and the inner ring 53, and the inner plate 55 that is integral with the rotational direction and movable in the axial direction, are sequentially assembled in plural, and the plate group is pressed in the axial direction at one end of the plate group. In this case, the elastic members 56 that are crimped to each other are contracted, and when no current flows through the coil 16, the roller between the input shaft 4 and the outer ring 2 is not engaged but can rotate relatively, but the multi-plate friction The torque of the clutch 51 is transmitted.

  This torque transmission is performed when the acceleration is small, such as a gradual change in wheel speed such as engine braking, and when slip cannot be determined and torque cannot be transmitted due to the engagement of the roller with the driven wheel. Torque is transmitted to the driven wheel, and the behavior of the vehicle can be stabilized.

  The rotation transmission device 1 according to the first embodiment is configured as described above, and as shown in FIG. 25, between the front differential 24 of the FR-based 4WD vehicle and the front propeller shaft 26 that connects the transmission and transfer 25. Incorporate. The 4WD vehicle is equipped with ABS, and the input ring 5 of the input shaft 4 is directly connected to the transfer side, and the outer ring 2 is directly connected to the front differential side.

  During normal driving (during constant speed driving) of the 4WD vehicle, the electromagnet 16 of the electromagnetic clutch 14 is not energized, and the rotor 18 and the armature 21 are free. For this reason, the input shaft 4 and the cage are held by the applied force of the switch spring 13. 8, the notches 11 and 12 of each other match each other, and the positional relationship between the cam surface 7 of the input shaft 4 and the pocket 9 and the roller 10 of the cage 8 becomes the neutral standby shown in FIG. Relative rotation is possible, and the 4WD vehicle is in the 2WD running state. However, the outer ring 2 and the input shaft 4 can idle with the idling resistance set by the multi-plate friction clutch 51.

  When suddenly starting on a slippery road surface, a current flows through the electromagnet 16 of the electromagnetic clutch 14. When a current flows through the electromagnet 16, a magnetic circuit is formed between the field core 17, the rotor 18, and the armature 21. The rotor 18 attracts the armature 21 and is integrated.

  Therefore, the outer ring 2, the rotor guide 19, the rotor 18, the armature 21, and the cage 8 are integrated by receiving the sliding resistance of the armature and the rotor.

  If the input shaft 4 and the outer ring 2 try to rotate relative to each other in this state, the rotation of the cage 8 is constrained by the outer ring 2, so that the phase shifts with respect to the rotation of the input shaft 4, and as shown in FIG. The roller 10 is in a phase of engaging between the cam surface 7 and the cylindrical surface 6, the input shaft 4 and the outer ring 2 are in a directly connected state capable of transmitting torque, and the vehicle is driven by four-wheel drive.

  During the four-wheel drive, the energization of the electromagnet 16 of the electromagnetic clutch 14 is turned off when the vehicle ABS is operated.

  The lead wire of the electromagnet 16 passes through the fixed portion 15 and is wired to the control device in the vehicle. For example, the control device measures the rotation speed of the front and rear wheels, that is, the input / output rotation speed of the rotation transmission device 1, and controls the electromagnetic clutch (coil current) on and off according to the difference.

  Considering the above action in actual traveling, the electromagnetic clutch 14 is turned off because the front and rear wheels are at the same speed while the vehicle is traveling forward or rectilinearly in normal traveling. Since the roller 10 is held at the neutral position, the driving force is distributed from the input shaft 4 to the outer ring 2 by the resistance of the multi-plate friction clutch 51 to the front wheels.

  On the other hand, if the rear wheel slips during acceleration, the rotation of the rear wheel (input side) exceeds the front wheel (output side) (front wheel speed <rear wheel speed). When this rotational speed difference becomes equal to or greater than the set value, the electromagnetic clutch 14 is turned on. The roller 10 is engaged with the input shaft 4 and the outer ring 2, the input shaft 4 and the outer ring 2 are integrated, the driving force is transmitted to the front wheels, and the four-wheel drive state is switched.

  Further, while the vehicle is turning, the front wheel (output side) rotates more than the rear wheel (input side), so the electromagnetic clutch 14 is turned off. The input shaft 4 and the outer ring 2 run idle, and the friction force of the multi-plate friction clutch 51 becomes resistance, but the resistance force is set small enough not to cause a tight corner braking phenomenon (several kgfm), so there is no problem. You can turn smoothly.

  In addition, when the engine brake is applied suddenly on a road surface with a low coefficient of friction such as a snowy road, the rear wheel tries to slip to the deceleration side, but the electromagnetic clutch 14 is off because the rear wheel rotation is lower than the front wheel rotation. However, since the deceleration torque is distributed to the front wheels by the multi-plate friction clutch 51, the engine brake acts on the four wheels, reducing the slip of the rear wheels and improving the stability of the vehicle.

  In the case of an ABS-equipped vehicle, by turning off the electromagnetic clutch 14 during ABS operation, the outer wheel 2 and the input shaft 4 run idle, there is no torque circulation between the front and rear wheels, and ABS control similar to that of a conventional 2WD vehicle is performed. Is easily possible.

  The friction force of the multi-plate friction clutch 51 is set to a torque that does not affect the tight corner braking during turning and the restraining force between the front and rear wheels during ABS operation, and is set to about 3 to 6 kgm. With this level of torque, rear wheel slip during engine braking on the low friction coefficient road surface can be reduced.

  In the second embodiment of the rotation transmission device shown in FIGS. 7 to 11, the outer ring side is the power input side, and the same reference numerals are given to the same parts as those of the first embodiment. Replace. The same applies to the following embodiments.

  In the second embodiment, the cam surface 7 is provided on the inner diameter surface of the input outer ring 2, and the outer diameter surface of the large-diameter portion of the output shaft 4 corresponding to the cam surface 7 is the cylindrical surface 6.

  Both the retainer 8 provided between the input outer ring 2 and the output shaft 4 and the outer ring 2 have notches 11a and 12a as shown in FIG. 9, and the switch spring 13 is bent and set there. When the notches 11a and 12a of the input outer ring 2 and the cage 8 are aligned with each other, the positional relationship between the cam surface 7 of the input outer ring 2, the pocket 9 of the cage 8 and the roller 10 is as shown in FIG. A gap a exists between the cam surface 7 and the cam surface 7. Therefore, when the switch spring 13 is set, the output shaft 4 and the input outer ring 2 are not coupled and the neutral standby is established.

  In the electromagnetic clutch 14, the field core 17 is press-fit into the fixed portion 15 so as not to rotate, the rotor 18 is press-fit into the non-magnetic rotor guide 19a so as not to rotate, and the rotor guide 19a is pressed into the output shaft 4 by press-fitting. It is fitted so that it cannot rotate.

  Therefore, the output shaft 4, the rotor guide 19a, and the rotor 18 do not relatively rotate at any time.

  Similarly to the case shown in FIG. 4, the armature 21 and the cage 8 cannot rotate but are allowed to move in the axial direction due to the engagement between the protrusion and the notch, and the clearance between the armature 21 and the rotor 18 is allowed. Relative rotation is possible. That is, the rotor 18 is connected to the output shaft 4, and the armature 21 is connected to the input outer ring 2 via the cage 8 and the switch spring 13.

  In the second embodiment, when the vehicle suddenly starts on a slippery road surface or the like in the four-wheel drive mode of the vehicle, energization to the electromagnet 16 is turned on, and the magnetic circuit between the field core 17, the rotor 18, and the armature 21 is turned on. The rotor 18 attracts the armature 21 to provide sliding resistance. Therefore, the output shaft 4, the rotor guide 19, the rotor 18, the armature 21, and the cage 8 are integrated and cannot rotate. If the input outer ring 2 and the output shaft 4 try to rotate relative to each other in this state, the rotation of the cage 8 is constrained by the output shaft 4, so that the phase is shifted with respect to the rotation of the input outer ring 2, as shown in FIG. Torque can be transmitted to the vehicle, and the four-wheel drive traveling in which the input outer ring 2 and the output shaft 4 are directly connected is achieved.

  When energization to the electromagnet 16 is turned off by the ABS operation signal during the four-wheel drive, the coupling between the rotor 18 and the armature 21 is released, the roller engagement between the input outer ring 2 and the output shaft 4 is released, and the same as in the 2WD vehicle. ABS control is possible.

  In the third embodiment shown in FIG. 12, a viscous viscous clutch 51a is used for the multi-plate friction clutch of the first embodiment described above.

  The viscous viscous clutch 51a includes a plurality of outer plates 54, which are non-rotatably fitted to the housing 52, and a plurality of inner plates 65, which are non-rotatably fitted to the inner ring 53. Appropriate gaps are provided and stacked, and the gap is filled with highly viscous oil. As in the first embodiment, an appropriate torque can be distributed to the front wheels during engine braking.

  13 and 14 show a fourth embodiment. In this embodiment, the multi-plate friction clutch 51 and the viscous clutch 51a of the first to third embodiments are removed. In this case, if the rear wheel is about to slip during strong engine braking, the deceleration is calculated from the change in the rear wheel speed (rapid deceleration), and the deceleration exceeds the set value. The electromagnetic clutch is also turned on by the control device at that time. Then, the engine brake torque is distributed to the four wheels by the engagement of the rollers.

  By the way, in each of the rotation transmission devices in the first to fourth embodiments described above, the vehicle accelerates and the rear wheel slips on a slippery road surface or the like, exceeding the rotational speed of the front wheel by a certain set value or more. The two-way clutch A is locked by energizing the electromagnet. Therefore, in other situations (when the ABS is operating, turning, traveling at a constant speed, and decelerating), the electromagnet is not energized, so the two-way clutch A maintains a neutral state. At this time, it is the application force of the switch spring 13 shown in FIG. 3 that holds the roller 10 in the neutral position shown in FIG.

  If the applied force is too small, when the rotational acceleration of the input shaft 4 is large, the roller 10 is caused by the inertia of the cage 8, the roller 10, and the armature 21 that is coaxially and non-rotatably locked with the cage. The neutral position may not be maintained.

  If the applying force is too small, the armature 21 rotates relative to the rotor 18 or the rotor guide 19 with a certain resistance (the influence of the surface tension is large), so that the resistance exceeds the applying force of the switch spring 13. As a result, the cage 8 may move to the lock position with the roller 10.

  Therefore, it is necessary to increase the application force of the switch spring 13 to some extent or reduce the sliding resistance between the armature 21 and the rotor 18.

  However, in order to increase this imparting force, the capacity (size) of the electromagnet 16 must also be increased.

  Therefore, in the fifth embodiment shown in FIG. 15, the armature 21 is locked to the outer ring 2 side so as not to be rotatable and axially slidable, and separately to the cage 8 so as to be non-rotatable and axially slidable. By providing the stopped clutch plate 61, the inertia on the cage 8 side is reduced, and the friction torque at the time of suction of the armature 21 is increased, so that the electromagnet 16 having the same size as the first to fourth embodiments is provided. This corresponds to an increase in the force applied by the switch spring 13.

  Further, an oil groove 62 for cutting the oil film is provided on the sliding surface of the armature 21 or the rotor 18 to reduce the sliding resistance during relative rotation.

  Further, an elastic member such as a wave washer 63 is inserted between the armature 21 that is locked to the cage 8 so as not to rotate and is slidable in the axial direction, and the rotor 18 locked to the outer ring 2 so as not to rotate. When no current flows through the electromagnet 16, both members are separated to reduce sliding resistance.

  In the fifth embodiment shown in FIGS. 15 to 17, a thin plate member called the clutch plate 61 is newly used. The clutch plate 61 is locked to the cage 8 so as not to rotate, but can slide in the axial direction.

  The armature 21 is locked to the outer ring 2 together with the rotor guide 19 by a stopper pin 64 so as not to rotate, but can slide in the axial direction.

  The clutch plate 61 is disposed between the rotor 18 and the armature 21, and a wave washer 63 as illustrated in FIGS. 17A and 17B is disposed between the rotor 18 and the rotor guide 19.

  As shown in FIG. 15B, when the electromagnet 16 is not energized, a gap is formed between the armature 21 and the rotor 18 by the force applied by the wave washer 63. The clutch plate 61 can freely rotate with respect to both members. Also, since the lightweight clutch plate 61 is only locked to the cage 8 instead of the armature 21 in the first to fourth embodiments, the inertia is reduced and the rotational acceleration on the input shaft 4 side is reduced. This is advantageous for large cases.

As shown in FIG. 15 (B), when the electromagnet 16 is energized, the armature 21 is attracted and pressed against the rotor 18 with the clutch plate 61 sandwiched therebetween. In the structure as shown in the first to fourth embodiments, the armature torque T generated with respect to the attractive force W of the electromagnet 16 is:
T = μWr (r: friction sliding surface average radius, μ: friction coefficient)
It is represented by

On the other hand, in the structure of the fifth embodiment, the frictional sliding surface becomes two surfaces with the same attractive force as in the first to fourth embodiments, so the generated armature torque T ′ is
T ′ = 2 μWr
= 2T
And twice the above.

  Therefore, the frictional force can be increased without increasing the size of the electromagnet.

  Next, in the sixth embodiment shown in FIG. 17, in the rotation transmission device shown in the fifth embodiment, a spiral groove as shown in FIG. 17A is formed on the sliding surface of the armature 21 or the rotor 18. 62 or radial grooves 62 as shown in FIG. Thereby, surface tension is reduced and sliding resistance becomes small. When the sliding resistance between the armature 21 and the rotor 18 is small, the application force of the switch spring can be reduced, and the degree of freedom in designing the switch spring and the electromagnet is increased.

  Of course, this groove can also be applied to the armatures of the first to fifth embodiments.

  In the seventh embodiment shown in FIG. 18, the armature 21 cannot rotate with the cage 8 and can slide in the axial direction, and a wave washer 63 is incorporated between the armature 21 and the rotor 18. When no current is flowing through the electromagnet 16, the armature 21 is separated from the rotor 18 by the force applied by the wave washer 63 (set to 2 to 4 kgf in the present apparatus), so the effect of surface tension is eliminated (effect). Is the same as in the sixth embodiment).

  Since the wave washer 63 is set so that the load is almost zero after the armature 21 and the rotor 18 are separated from each other, there is almost no resistance between the armature 21 and the rotor 18 and overcomes the force applied by the switch spring. The cage 8 is not affected.

  When a current flows through the electromagnet 16, an attractive force proportional to the current value is generated, and the attractive force overcomes the applying force of the wave washer 63 and attracts the armature 21. Since the attractive force of the electromagnet 16 is sufficiently larger than the applied force of the wave washer 63, there is no problem.

  The eighth embodiment shown in FIG. 19 shows a rotation transmission device in which a multi-plate friction clutch 51 is provided between the input shaft 4 and the outer ring 2 in the fifth embodiment.

  The ninth embodiment shown in FIG. 20 shows a rotation transmission device in which a multi-plate friction clutch 51 is provided between the input shaft 4 and the outer ring 2 in the seventh embodiment.

  The tenth embodiment shown in FIG. 21 shows a rotation transmission device in which a viscous clutch 51a is provided between the input shaft 4 and the outer ring 2 in the fifth embodiment.

  The eleventh embodiment shown in FIG. 22 shows a rotation transmission device in which a viscous clutch 51a is provided between the input shaft 4 and the outer ring 2 in the seventh embodiment.

  In the twelfth embodiment shown in FIG. 23, a two-way clutch A having a polygonal cam surface 7 on the inner diameter portion of the outer ring 2 and having a cylindrical input shaft 4 is employed.

  The clutch plate 61 is locked to the retainer 8 on the outer diameter side so as not to rotate and movable in the axial direction, and the armature 21 is locked to the rotor guide 19a at the inner diameter portion so as to be non-rotatable and movable in the axial direction. The rotor 18 is press-fitted to the rotor guide 19a, and the rotor guide 19a is press-fitted to the input shaft 4 so as not to rotate.

  When the electromagnet 16 is not energized, a gap is formed between the armature 21 and the rotor 18, and the clutch plate 61 can freely rotate with respect to both members within the gap. Therefore, the cage 8 holds the roller 10 in a free position by the application force of the switch spring 13.

  When the electromagnet 16 is energized, the armature 21 is attracted to the rotor 18 with the clutch plate 61 interposed therebetween, and the armature 21, the clutch plate 61 (retainer), the rotor 18, the rotor guide 19a, and the input shaft 4 are integrated. As described in the fifth embodiment, the torque generated at that time is about twice that in the first to fourth embodiments.

  Since the operation of the twelfth embodiment when mounted on a vehicle is the same as that of the fifth embodiment, a description thereof will be omitted.

  As in the twelfth embodiment, the thirteenth embodiment shown in FIG. 24 employs a two-way clutch A having a polygonal cam surface 7 on the inner diameter portion of the outer ring 2 and a cylindrical input shaft 4. 1 shows a rotation transmission device.

  The armature 21 is locked to the cage 8 so as not to rotate and to be movable in the axial direction. The rotor 18 is non-rotatably press-fitted with the input shaft 4 via a rotor guide 19a.

  When the electromagnet 16 is not energized, the armature 21 is separated from the rotor 18 by the force applied by the wave washer 63 and can freely rotate without being affected by the surface tension. Of course, the roller 10 is held by the cage 8 in a free position where the input shaft 4 and the outer ring 2 are not engaged.

  When the electromagnet 16 is energized, the armature 21 is attracted toward the rotor 18 to generate a frictional force so that the input shaft 4 and the cage 8 are integrated.

  Since the action of the thirteenth embodiment when mounted on a vehicle is the same as that of the fifth embodiment, a description thereof will be omitted.

  In the above twelfth and thirteenth embodiments, the multi-plate clutch 51 shown in FIG. 20 and the viscous clutch 51a shown in FIG. 21 can be provided between the input shaft 4 and the outer ring 2. .

  In addition, the rotation transmission device of each embodiment transmits the output from the transmission directly to the rear wheel propulsion shaft via the internal input shaft, and can branch the power to the front wheel propulsion shaft via the silent chain. It can be installed inside the 4WD car transfer. In the present invention, the input ring 5 is directly connected to the transfer side. However, the case where the outer ring 2 is directly connected to the transfer side is naturally included.

Longitudinal sectional view showing the first embodiment Enlarged sectional view of arrow II-II in FIG. Sectional view taken along arrow III-III in FIG. FIG. 1 is an enlarged sectional view showing a portion of the electromagnetic clutch of FIG. Sectional view of arrow V-V in FIG. Sectional drawing which shows the locked state of the part of the arrow II-II of FIG. The longitudinal cross-sectional view of the principal part which shows 2nd Embodiment Longitudinal sectional view along arrow VIII-VIII in FIG. Longitudinal sectional view along arrow IX-IX in FIG. Sectional drawing which shows the free state of the part of the arrows VIII-VIII of FIG. Sectional view showing the locked state Sectional drawing which shows 3rd Embodiment Sectional drawing which shows 4th Embodiment Sectional view along arrow XIV-XIV in FIG. (A) is sectional drawing which shows 5th Embodiment, (B) is an expanded sectional view which shows that the electricity supply to the electromagnetic coil of the two-way clutch same as the above is cut off, (C) is an enlarged sectional view which also shows the conduction state. (A) is a front view of a wave washer, and (B) is a side view of the same. (A) and (B) show a sixth embodiment, and a front view of an armature or rotor provided with a groove (A) is sectional drawing which shows 7th Embodiment, (B) is an expanded sectional view of the electromagnetic clutch part in the same as the above. Sectional drawing which shows 8th Embodiment Sectional drawing which shows 9th Embodiment Sectional drawing which shows 10th Embodiment Sectional drawing which shows 11th Embodiment (A) is sectional drawing which shows 12th Embodiment, (B) is sectional drawing which shows the two-way clutch same as the above. (A) is sectional drawing which shows 13th Embodiment, (B) is sectional drawing which shows the two-way clutch same as the above. Plan view showing a mounting example of the rotation transmission device

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rotation transmission apparatus 2 Outer ring 3 Bearing 4 Input shaft 6 Cylindrical surface 7 Cam surface 8 Cage 9 Pocket 10 Roller 11, 12 Notch 13 Switch spring 14 Electromagnetic clutch 15 Fixing part 16 Electromagnet 17 Field core 18 Rotor 19 Rotor guide 20 Pin 21 Armature 22 Projection 23 Notch 51 Multi-plate friction clutch 51a Viscous clutch 52 Housing 53 Inner ring 54 Outer plate 55 Inner plate 61 Clutch plate 62 Oil groove 63 Wave washer 64 Stopper pin

Claims (8)

  A cylindrical surface is formed on one of the opposing surfaces of the outer ring and the inner member fitted thereto, and a plurality of cam surfaces are formed on the other to form a wedge space between the outer surface and the opposing surface of the outer ring and the inner member. A roller that engages between the cylindrical surface and the cam surface by the relative rotation of the outer ring and the inner member is incorporated in a pocket of the cage provided therebetween, and a clearance in the rotational direction is provided between the cage and the outer ring or the inner member. An elastic member for holding the roller in a neutral position without engaging the roller is incorporated between the retainer and the outer ring or the inner member, and an armature is attached to the end of the retainer. It is attached to the cage so that it cannot rotate and is movable in the axial direction, and an inner magnet or a friction member fixed to the outer ring and an electromagnet for adsorbing the armature are incorporated between the outer ring and the inner member. A rotation transmission device characterized by the above.   A cylindrical surface is formed on one of the opposing surfaces of the outer ring and the inner member fitted thereto, and a plurality of cam surfaces are formed on the other to form a wedge space between the outer surface and the opposing surface of the outer ring and the inner member. A roller that engages between the cylindrical surface and the cam surface by the relative rotation of the outer ring and the inner member is incorporated in a pocket of the cage provided therebetween, and a clearance in the rotational direction is provided between the cage and the outer ring or the inner member. An elastic member for holding the roller in a neutral position without engaging the roller is incorporated between the retainer and the outer ring or the inner member, and is interposed between the outer ring and the inner member. Incorporates a friction member fixed to the outer ring and an electromagnet for attracting the armature. The armature is non-rotatably fitted to the friction member, and the retainer is non-rotatable and slidable between the armature and the friction member. Insert the mated clutch plate Rotation transmitting device, characterized in that the.   A cylindrical surface is formed on one of the opposing surfaces of the outer ring and the inner member fitted thereto, and a plurality of cam surfaces are formed on the other to form a wedge space between the outer surface and the opposing surface of the outer ring and the inner member. A roller that engages between the cylindrical surface and the cam surface by the relative rotation of the outer ring and the inner member is incorporated in a pocket of the cage provided therebetween, and a clearance in the rotational direction is provided between the cage and the outer ring or the inner member. An elastic member for holding the roller in a neutral position without engaging the roller is incorporated between the retainer and the outer ring or the inner member, and is interposed between the outer ring and the inner member. Incorporates a friction member fixed to the inner member and an electromagnet for attracting the armature. The armature is non-rotatably fitted to the friction member, and the retainer cannot rotate between the armature and the friction member. Engageable clutch plate Rotation transmitting device, characterized in that inserted.   The rotation according to any one of claims 1 to 3, wherein an elastic member is inserted between the armature and the friction member in order to separate the armature from the friction member when no current flows through the electromagnet. Transmission device.   The rotation transmission device according to any one of claims 1 to 4, wherein a plurality of oil grooves are arranged on a sliding surface of the armature or the friction member.   A plurality of outer plates that are fitted to the outer ring so as not to rotate relative to each other and a plurality of inner plates that are fitted to the inner member so as not to rotate relative to each other are alternately stacked, and the outermost portion thereof is pressed by an elastic member. The rotation transmission device according to any one of claims 1 to 5, wherein a multi-plate friction clutch is added.   A plurality of outer plates that are fitted to the outer ring so that they cannot be rotated relative to each other and a plurality of inner plates that are fitted to the inner member so that they cannot rotate relative to each other are alternately stacked via a gap. The rotation transmission device according to any one of claims 1 to 5, further comprising a viscous clutch enclosing oil.   The rotation according to any one of claims 1 to 7, wherein the rotation speed of the front and rear wheels or the front and rear propulsion shafts of the vehicle is measured by a sensor, and the current of the electromagnet is controlled in accordance with a difference in the rotation speed or a change in the rotation speed. Transmission device.

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