JP2013086585A - Drive force transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive force transmission device in which an adverse effect by drag torque is suppressed.SOLUTION: The drive force transmission device 1 includes a housing 2 rotated by the drive source of a four-wheel drive vehicle, an inner shaft 3 having shaft elements 30, 31 which are disengaged and engaged by the movement of a coupling member 35, a first cam mechanism 7 having a control cam 70 which is rotated by receiving, from a pilot clutch 5, a rotational force from the housing 2, and a second cam mechanism 8 having a main cam 80 which is rotated by receiving a rotational force from a control cam 70. The main cam 80 of the second cam mechanism 8 is disposed at a position where the main cam can move the coupling member 35 in a direction in which one shaft element 30 and the other shaft element 31 are coupled with each other by receiving second thrust P.

Description

  The present invention relates to a driving force transmission device that transmits a driving force from an input shaft in an automobile to an output shaft, for example.

  As a conventional driving force transmission device, there is one that is mounted on, for example, a four-wheel drive vehicle and connects a pair of rotating members so that torque can be transmitted by a clutch (see, for example, Patent Document 1).

  The driving force transmission device includes a first rotating member that rotates together with an input shaft, a second rotating member that can rotate on the axis of the first rotating member, and the second rotating member and the first rotating member. A friction type first clutch that couples the members so as to transmit torque, an electromagnetic clutch that is parallel to the first clutch along the axes of the first rotating member and the second rotating member, A friction type second clutch that operates in response to electromagnetic force, and a cam mechanism that converts the rotational force from the first rotating member into a pressing force toward the first clutch by the clutch operation of the second clutch; It is composed of

  The first rotating member includes a bottomed cylindrical front housing that opens to one side, and an annular rear housing that is attached to the opening of the housing, and is connected to the input shaft. The first rotating member is configured to rotate by receiving a driving force of a driving source such as a vehicle engine from an input shaft.

  The second rotating member is arranged to be rotatable relative to the first rotating member on the rotation axis, and is connected to the output shaft.

  The first clutch has an inner clutch plate and an outer clutch plate, and is disposed between the first rotating member and the second rotating member. The first clutch functions as a main clutch, and the inner clutch plate and the outer clutch plate are frictionally engaged to connect the first rotating member and the second rotating member so as to transmit torque. Has been.

  The electromagnetic clutch is disposed on the axis of the first rotating member and the second rotating member. The electromagnetic clutch is configured to generate an electromagnetic force to operate the second clutch.

  The second clutch has an inner clutch plate and an outer clutch plate, and is disposed on the electromagnetic clutch side of the main clutch. The second clutch functions as a pilot clutch that operates in response to the electromagnetic force of the electromagnetic clutch, and is configured to apply the rotational force of the first rotating member to the cam mechanism.

  The cam mechanism has a pressing portion that applies a pressing force to the first clutch by a cam action caused by a rotational force from the first rotating member, and is disposed between the first rotating member and the second rotating member. ing.

  With the above configuration, when the driving force from the engine side is input to the first rotating member via the input shaft, the first rotating member rotates about the axis. Here, when the electromagnetic clutch is energized, the second clutch is operated by the electromagnetic force of the electromagnetic clutch.

  Next, when the cam mechanism receives a rotational force from the first rotating member during the operation of the second clutch, the rotational force is converted into a pressing force by the cam mechanism, and this pressing force is applied to the first clutch. The

  Then, the inner clutch plate and the outer clutch plate of the first clutch come close to each other and frictionally engage with each other, and the first rotating member and the second rotating member are connected to each other so that torque can be transmitted. . Thereby, the driving force on the engine side is transmitted from the input shaft to the output shaft via the driving force transmission device.

JP 2003-14001 A

  By the way, according to the driving force transmission device of Patent Document 1, when the four-wheel drive vehicle is grounded on the rear wheel and pulled two wheels forward of the vehicle when the electromagnetic clutch is not energized, the cam mechanism is moved from the second rotating member. In addition to the rotational force, so-called drag is generated between the inner clutch plate and the outer clutch plate of the first clutch and between the inner clutch plate and the outer clutch plate of the second clutch based on the viscosity of the lubricating oil. The torque also receives the rotational force from the first rotating member, and the pressing portion of the cam mechanism presses the first clutch by the generation of the cam thrust by the rotational force. For this reason, the first clutch receives the pressing force amplified by the cam mechanism, and the inner clutch plate and the outer clutch plate of the first clutch are frictionally engaged with each other, which adversely affects turning performance and fuel consumption.

  Accordingly, an object of the present invention is to provide a driving force transmission device that can suppress the adverse effects of drag torque.

  In order to achieve the above object, the present invention provides the driving force transmission devices (1) to (7).

(1) A first rotating member that is rotated by a drive source of a four-wheel drive vehicle, and a first rotating member that is disposed on the first rotating member so as to be relatively rotatable along a rotation axis thereof, and by movement of a connecting member along the rotation axis. A second rotating member having two intermittent elements; and the first rotating member and the second rotating member disposed between the second rotating member and the first rotating member. Are coupled by a clutch operation by a pressing force of a pressing member, a second clutch arranged in parallel with the first clutch on the rotation axis, and a clutch operation of the second clutch And a cam mechanism that converts a rotational force from the first rotating member into a cam thrust by the operation of the first rotating member, and the cam mechanism rotates by receiving the rotating force of the first rotating member from the second clutch. control A cam and a main cam as the pressing member that rotates by receiving a rotational force from the control cam, and the main cam receives the cam thrust and moves the connecting member in a direction to connect the two elements to each other The driving force transmission device arranged in the.

(2) In the driving force transmission device according to (1), the second rotating member may be configured such that one of the two elements is disposed on the inner periphery of the first rotating member. And the other element is formed by an inner cylinder having an outer peripheral part facing the inner peripheral part of the one element.

(3) In the driving force transmission device according to (2), the first rotating member has an inner periphery of the one element and an outer periphery of the other element in an action state of a centrifugal force generated by the rotation. An amount of lubricating oil that does not intervene with the part is stored inside.

(4) In the driving force transmission device according to (2) or (3), the second rotating member is disposed at a position where the other element is connected to the connecting member via an auxiliary element. .

(5) In the driving force transmission device according to (4), in the initial state, the second rotation member is arranged such that the connection member is immovable in the direction of the rotation axis by the key member on the auxiliary element. ing.

(6) In the driving force transmission device according to (5), the second rotating member has a plurality of spline teeth that form a spline fitting portion in which the auxiliary element is interposed between the connecting member and the outer periphery. The key member is interposed between two spline teeth adjacent to each other among the plurality of spline teeth.

(7) In the driving force transmission device according to any one of (4) to (6), the cam mechanism includes the auxiliary element connected to the one element as the main cam moves toward the first clutch. And a spring force to the side opposite to the first clutch side is received from the spring.

  According to the present invention, adverse effects due to drag torque can be suppressed.

The top view shown in order to demonstrate the outline of the vehicle by which the driving force transmission apparatus which concerns on embodiment of this invention is mounted. Sectional drawing shown in order to demonstrate the whole driving force transmission device which concerns on embodiment of this invention. Sectional drawing which shows the non-operation state (initial state) of the driving force transmission apparatus which concerns on embodiment of this invention. Sectional drawing shown in order to demonstrate the operation state of the driving force transmission apparatus which concerns on embodiment of this invention. (A) And (b) is sectional drawing which shows the fitting state and non-fitting state of the connection member and key member in the driving force transmission device which concern on embodiment of this invention. (A) shows a fitted state, and (b) shows a non-fitted state. (A) And (b) is sectional drawing and front view which show the arrangement | positioning state of the key member in the driving force transmission apparatus which concerns on embodiment of this invention. (A) shows a sectional view, and (b) shows a front view. (A) And (b) is sectional drawing shown in order to demonstrate the cam groove of the drive force transmission device which concerns on embodiment of this invention. (A) shows the cam grooves of the intermediate cam and the control cam, and (b) shows the cam grooves of the intermediate cam and the main cam. The state which looked at the control cam of the driving force transmission device which concerns on embodiment of this invention from the pilot clutch side is shown. (A) And (b) is sectional drawing shown in order to demonstrate the return spring of the drive force transmission device which concerns on embodiment of this invention. (A) shows the non-operating state of the second cam mechanism, and (b) shows the operating state of the second cam mechanism. (A) And (b) is sectional drawing which shows the movement position of a cam follower at the time of operation | movement of a 2nd cam mechanism. (A) shows the cam follower of the cam groove of the intermediate cam and the control cam, and (b) shows the cam follower of the cam groove of the intermediate cam and the main cam. (A) And (b) is sectional drawing which shows the movement position of a cam follower at the time of operation | movement of a 1st cam mechanism. (A) shows the cam follower of the cam groove of the main cam and the intermediate cam, and (b) shows the cam follower of the cam groove of the intermediate cam and the control cam.

[Embodiment]
FIG. 1 schematically shows a four-wheel drive vehicle. As shown in FIG. 1, the four-wheel drive vehicle 101 includes a driving force transmission device 1, an engine 102, a transaxle 103, a pair of front wheels 104, and a pair of rear wheels 105.

  The driving force transmission device 1 is disposed on a driving force transmission path from the front wheel side to the rear wheel side in the four-wheel drive vehicle 101 and is supported on a vehicle body (not shown) of the four-wheel drive vehicle 101 via a differential carrier 106. Has been.

  The driving force transmission device 1 connects the propeller shaft (input shaft) 107 and the drive pinion shaft (output shaft) 108 so that torque can be transmitted, and transmits the driving force of the engine 102 to the rear wheel 105 in this connected state. Configured to get. Details of the driving force transmission device 1 will be described later.

  The engine 102 drives the pair of front wheels 104 by outputting the driving force to the front axle shaft 109 via the transaxle 103.

  The engine 102 outputs the driving force to the propeller shaft 107, the driving force transmission device 1, the drive pinion shaft 108, the rear differential 110 and the rear axle shaft 111 via the transaxle 103, so that the pair of rear wheels 105 is output. To drive.

[Overall configuration of the driving force transmission device 1]
FIG. 2 shows the entire driving force transmission device. As shown in FIG. 2, the driving force transmission device 1 includes a housing 2 as a first rotating member that can rotate with respect to a coupling case 106 a of a differential carrier 106 (shown in FIG. 1), and a housing 2. An inner shaft 3 as a rotatable second rotating member, a main clutch 4 as a first clutch for connecting the inner shaft 3 and the housing 2 so as to be intermittently connected, and the main clutch 4 in parallel along the axis thereof A pilot clutch 5 as a second clutch, a drive mechanism 6 that operates the pilot clutch 5, and a first cam mechanism that converts the rotational force of the housing 2 into a _first cam thrust P1 when the drive mechanism 6 is driven. 7 and a second cam mechanism 8 that is operated by the first cam mechanism 7.

(Configuration of housing 2)
The housing 2 includes a front housing 9 and a rear housing 10, and is accommodated in the coupling case 106a so as to be rotatable on the rotation axis O. The housing 2 is configured to receive the driving torque of the engine 102 (shown in FIG. 1) from the joint 113 and rotate. A housing space 2a for housing the main clutch 4, the pilot clutch 5, the first cam mechanism 7, the second cam mechanism 8, and the like is provided in the housing 2. Lubricating oil that lubricates the main clutch 4, the ball bearing 20, the needle roller bearing 22, and the like is stored in the housing space 2a. The amount of oil is such that no lubricating oil is interposed between the inner peripheral surface of one shaft element 30 (described later) and the outer peripheral surface of the other shaft element 31 (described later) in the applied state of centrifugal force generated by the rotation of the housing 2. A gap g formed between the inner peripheral surface of one shaft element 30 and the outer peripheral surface of the other shaft element 31 (for example, an oil amount of 50% or less of the volume of the accommodation space 2a) (see FIG. 3). (Shown) is set to an amount that does not fill the lubricating oil in the action state of the centrifugal force generated by the rotation of the housing 2. As a result, torque transmission between one shaft element 30 and the other shaft element 31 due to drag torque based on the viscosity of the lubricating oil when the four-wheel drive vehicle 101 is towed can be suppressed.

  The front housing 9 has a straight spline fitting portion 9a exposed in the accommodation space 2a, and is connected to the engine 102 (shown in FIG. 1) via a transaxle 103 and a propeller shaft 107 (both shown in FIG. 1). And it is supported in the coupling case 106a via the ball bearing 112, and the whole is formed of a bottomed cylindrical member made of a nonmagnetic metal material such as aluminum that opens to the rear housing side. The front housing 9 is configured to receive the driving force of the engine 102 from the propeller shaft 107 and rotate around the rotation axis O together with the rear housing 10. The front housing 9 and the propeller shaft 107 are connected by a joint 113.

  The rear housing 10 includes first to third rear housing elements 11 to 13 (first rear housing element 11, second rear housing element 12, and third rear housing element 13). The inner peripheral surface is screwed (screw connection). The rear housing 10 is provided with an annular housing space 10a that opens to the side opposite to the main clutch 4 side.

  The first rear housing element 11 is disposed on the inner peripheral side of the rear housing 10 and is entirely formed of a cylindrical member made of a magnetic material such as soft iron. The inner peripheral surface of the first rear housing element 11 is disposed between the outer peripheral surface of the small-diameter cylindrical portion 3b of the inner shaft 3 with a seal member 16 interposed. Further, a ball bearing 19 is disposed between the inner peripheral surface of the first rear housing element 11 and the outer peripheral surface of the drive pinion shaft 108. A tapered roller bearing 15 is disposed between the outer peripheral surface of the drive pinion shaft 108 and the inner peripheral surface of the coupling case 106a.

  The second rear housing element 12 is disposed on the outer peripheral side of the rear housing 10, and is entirely formed of a cylindrical member made of a magnetic material such as soft iron like the first rear housing element 11. A seal member 17 is interposed between the outer peripheral surface of the second rear housing element 12 and the inner peripheral surface of the front housing 9.

  The third rear housing element 13 is disposed so as to be interposed between the first rear housing element 11 and the second rear housing element 12 and is connected to the rear housing element made entirely of a nonmagnetic material such as stainless steel. It is formed by the annular member for.

(Configuration of inner shaft 3)
The inner shaft 3 has two inner and outer shaft elements 30 and 31, and is disposed in the housing 2 so as to be relatively rotatable along the rotation axis O. The inner shaft 3 is configured to receive the driving torque of the engine 102 (shown in FIG. 1) from the main clutch 4 and transmit it to the drive pinion shaft 108.

  The inner and outer two shaft elements 30 and 31 are configured to be interrupted (blocked / connected) by movement of a connecting member 35 (described later) along the rotation axis O. When connecting the inner and outer shaft elements 30, 31, one end of the connecting member 35 is connected to one shaft element 30, and the other end is connected to the other shaft element 31 via an auxiliary shaft element 36 (described later). Is done. When the inner and outer shaft elements 30 and 31 are shut off, the connecting member 35 is not connected to one shaft element 30 but is connected to the other shaft element 31 via the auxiliary shaft element 36.

  One shaft element (outer cylinder) 30 has an outer peripheral portion opposed to the inner peripheral portion of the front housing 9 via the main clutch 4, and can be intermittently connected to the housing 2 via the main clutch 4 on the rotation axis O. It is connected and formed entirely by a bottomless cylindrical member that opens in both directions of the rotation axis O. One shaft element 30 is provided with a straight spline fitting portion 30 a that is exposed in the accommodation space 2 a of the housing 2.

  The other shaft element 31 includes three large, medium, and small cylindrical portions 31a, 31b, and 31c having different outer diameters (a large diameter cylindrical portion 31a, a small diameter cylindrical portion 31b, and an intermediate diameter cylindrical portion 31c), and these cylindrical portions. 31a to 31c have stepped surfaces 31d and 31e interposed between two cylindrical portions adjacent to each other, and are supported by the housing 2 through a ball bearing 20 so as to be relatively rotatable, and the whole is one shaft element. It is formed by a bottomless cylindrical member that is inserted through 30. The other shaft element 31 is configured to be connected to the connecting member 35 via the auxiliary shaft element 36.

  The large-diameter cylindrical portion 31 a has an outer peripheral portion that opposes the inner peripheral portion of one shaft element 30 via a gap g, and is disposed at the center in the axial direction of the inner shaft 3. The outer diameter of the large-diameter cylindrical portion 31a is set to be larger than the outer diameters of the small-diameter cylindrical portion 31b and the intermediate-diameter cylindrical portion 31c. The gap g is set to a dimension that allows one shaft element 30 and the other shaft element 31 to rotate relative to each other. The large-diameter cylindrical portion 31 a is provided with a straight spline fitting portion 310 a that is exposed in the accommodation space 2 a of the housing 2. The large diameter cylindrical portion 31a is fitted with a plug 21 that closes the propeller shaft side opening.

  The small-diameter cylindrical portion 31b is arranged on one side in the axial direction of the inner shaft 3 (on the drive pinion shaft 108 side). The small-diameter cylindrical portion 31b is provided with a straight spline fitting portion 310b that is fitted to the straight spline fitting portion 108a of the drive pinion shaft 108 so as not to rotate relative to the large-diameter cylindrical portion 31a. The outer diameter of the small diameter cylindrical portion 31b is set to be smaller than the outer diameters of the large diameter cylindrical portion 31a and the intermediate diameter cylindrical portion 31c.

  The intermediate diameter cylindrical portion 31 c is disposed on the other axial side of the inner shaft 3 (the propeller shaft 107 side). The outer diameter of the intermediate diameter cylindrical portion 31c is set to be smaller than the outer diameter of the large diameter cylindrical portion 31a and larger than the outer diameter of the small diameter cylindrical portion 31b.

  FIG. 3 shows the unconnected state of the shaft element. FIG. 4 shows the connected state of the shaft elements. As shown in FIGS. 3 and 4, the connecting member 35 includes a body portion 35 a and a flange portion 35 b, and is formed between the main clutch 4 and the intermediate cam 71 of the second cam mechanism 8 (first cam mechanism 7). It is disposed so as to be movable on the rotation axis O (shown in FIG. 2) with the gap interposed therebetween, and movement to the main clutch 4 side is restricted by a retaining ring (snap ring) 38, and the whole is interposed via the auxiliary shaft element 36. The other shaft element 31 is formed by a cylindrical member. Further, the connecting member 35 is disposed so as not to move in the direction of the rotation axis O by a spline key 37 (shown in FIG. 5) as a key member on the auxiliary shaft element 36 in the initial state of the inner shaft 3. The connecting member 35 receives the pressing force from the main cam 80 of the second cam mechanism 8 and moves to the main clutch 4 side, and receives the spring force of the first spring 29 and moves to the rear housing 10 side together with the main cam 80. It is configured as follows. The connecting member 35 is provided with a plurality (three in the present embodiment) of recesses 35c (shown in FIG. 5) that are open on the inner peripheral surface thereof and are arranged in parallel at equal intervals in the circumferential direction.

  The body portion 35 a is disposed between the inner peripheral portion of the main cam 80 and the outer peripheral portion of the auxiliary shaft element 36. The trunk portion 35a is provided with a straight spline fitting portion 350a exposed inside.

  The flange portion 35b has a spring receiver 350b on the outer peripheral edge, is disposed on the main clutch 4 side of the connecting member 35, and is integrally formed on the outer peripheral surface of the trunk portion 35a.

  The auxiliary shaft element 36 is disposed so as to be interposed between the one shaft element 30 and the intermediate cam 71 of the second cam mechanism 8, and has the same inner and outer diameters as the entire inner and outer diameters of the one shaft element 30. It is formed by a cylindrical member. A straight spline fitting portion 36 a that is interposed between the outer peripheral portion of the other shaft element 31 and fitted to the straight spline fitting portion 310 a is provided on the inner peripheral portion of the auxiliary shaft element 36. Further, a straight spline fitting portion 36b that is interposed between the outer peripheral portion of the auxiliary shaft element 36 and the inner peripheral portion of the connecting member 35 and is fitted to the straight spline fitting portion 350a is provided. A plurality of (three in the present embodiment) key accommodating portions 36c (in FIG. 5) arranged in parallel at equal intervals in the circumferential direction at the cam side end portion (end portion on the drive pinion shaft 108 side) of the auxiliary shaft element 36. Is shown). The key accommodating part 36c is formed by lacking a part of a plurality of spline teeth 360b (shown in FIG. 6) forming the straight spline fitting part 36b.

  5A and 5B show the fitted state and the non-fitted state of the connecting member and the key member. 6A and 6B show the attached state of the key member. As shown in FIGS. 5A and 5B and FIGS. 6A and 6B, the spline key 37 is disposed between the inner peripheral portion of the connecting member 35 and the outer peripheral portion of the auxiliary shaft element 36. And is accommodated in the key accommodating portion 36 c of the auxiliary shaft element 36. The spline key 37 is restricted from moving toward one shaft element 30 by a retaining ring (snap ring) 39. The spline key 37 is provided with a convex portion 37a that fits in the concave portion 35c so as to be able to protrude and retract by movement along the rotation axis O (shown in FIG. 2) of the connecting member 35.

(Configuration of main clutch 4)
As shown in FIG. 2, the main clutch 4 includes a friction type main clutch having a plurality of inner clutch plates 40 and a plurality of outer clutch plates 41, and is interposed between the front housing 9 (housing 2) and the inner shaft 3. It is disposed and is accommodated in the accommodating space 2 a of the housing 2. The main clutch 4 frictionally engages adjacent clutch plates of the inner clutch plate 40 and the outer clutch plate 41, and releases the frictional engagement between the housing 2 and the inner shaft 3 (torque). Transmission) is configured to be connected.

  The inner clutch plates 40 and the outer clutch plates 41 are alternately arranged along the rotation axis O, and are entirely formed by an annular friction plate. The clearance between two adjacent clutch plates of the inner clutch plate 40 and the outer clutch plate 41 is set such that the clutch plates do not frictionally engage with each other due to the occurrence of a cam action due to the operation of the second cam mechanism 8. Yes.

  The inner clutch plate 40 has a straight spline fitting portion 40a on the inner peripheral portion thereof, and the straight spline fitting portion 40a is fitted to the straight spline fitting portion 30a to be attached to one shaft element 30 (inner shaft 3). They are connected so that they cannot rotate relative to each other and can move relatively. Of the inner clutch plate 40, the inner clutch plate at the end on the pilot clutch side functions as an input portion of the main clutch 4 and from the main cam 80 (described later) of the second cam mechanism 8 when the first cam mechanism 7 is operated. When a pressing force is received on the main clutch 4 side, the other inner clutch plate 40 and the outer clutch plate 41 are frictionally engaged by the movement in the pressing direction.

  The outer clutch plate 41 has a straight spline fitting portion 41a on the outer periphery thereof, and the straight spline fitting portion 41a is fitted to the straight spline fitting portion 9a so that it cannot rotate relative to the front housing 9 (housing 2). They are linked so that they can move relative to each other.

(Configuration of pilot clutch 5)
The pilot clutch 5 includes an inner clutch plate 50 and an outer clutch plate 51 that are formed of annular friction plates that can be frictionally engaged with each other by the movement of the armature 61 toward the electromagnetic coil 60 by driving of the drive mechanism 6. And the rear housing 10 and is accommodated in the accommodating space 2 a of the housing 2. The pilot clutch 5 frictionally engages the adjacent clutch plates of the inner clutch plate 50 and the outer clutch plate 51, and releases the frictional engagement to allow the housing 2 and the first cam mechanism 7 (control). The cam 70) is connected so as to be intermittent (torque transmission).

  The inner clutch plates 50 and the outer clutch plates 51 are alternately arranged along the rotation axis O, and are entirely formed by an annular friction plate. The clearance between two adjacent clutch plates of the inner clutch plate 50 and the outer clutch plate 51 is set to a dimension that does not cause frictional engagement between the clutch plates due to drag torque based on the viscosity of the lubricating oil when the vehicle is towed. .

  The inner clutch plate 50 has a straight spline fitting portion 50a on the inner peripheral portion thereof, and the straight spline fitting portion 50a is fitted to the straight spline fitting portion 70b so as not to be relatively rotatable and relatively movable with respect to the control cam 70. It is connected to.

  The outer clutch plate 51 has a straight spline fitting portion 51a on the outer periphery thereof, and the straight spline fitting portion 51a is fitted to the straight spline fitting portion 9a so as not to be relatively rotatable and relatively movable with respect to the front housing 9. It is connected.

(Configuration of drive mechanism 6)
The drive mechanism 6 has an electromagnetic coil 60 and an armature 61 and is disposed on the rotation axis O of the housing 2. Then, the drive mechanism 6 rubs the clutch plates adjacent to each other among the inner clutch plate 50 and the outer clutch plate 51 of the pilot clutch 5 by the movement of the armature 61 toward the electromagnetic coil 60 by the generation of the electromagnetic force of the electromagnetic coil 60. It is comprised so that it may engage.

  The electromagnetic coil 60 is accommodated in the accommodating space 10a of the rear housing 10 and attached to the coupling case 106a. 2, the electromagnetic coil 60 forms a magnetic circuit M across the coupling case 106a, the rear housing 10, the pilot clutch 5, the armature 61, and the like when energized, as shown by a broken line in FIG. An electromagnetic force for applying a moving force to the side is generated.

  The armature 61 is disposed between the second cam mechanism 8 (intermediate cam 71) and the pilot clutch 5, and is housed in the housing space 2a of the housing 2, and is formed by an annular plate made entirely of a magnetic material such as iron. Has been. The armature 61 is configured to receive the electromagnetic force of the electromagnetic coil 60 and move along the rotational axis O of the housing 2 toward the pilot clutch 5. The armature 61 has a straight spline fitting portion 61a along the rotation axis O on the outer peripheral portion thereof, and the straight spline fitting portion 61a is fitted to the straight spline fitting portion 9a so as to rotate relative to the front housing 9. It is impossible and relative movement is connected.

(Configuration of the first cam mechanism 7)
7A and 7B show a cam groove and a cam follower. FIG. 8 shows a control cam and a rotational force transmitting member. FIGS. 9A and 9B show the mounting state of the return spring. As shown in FIG. 2, the first cam mechanism 7 includes a control cam 70 that rotates by receiving the rotational force of the housing 2 from the pilot clutch 5, and an intermediate that is parallel to the control cam 70 along the rotation axis O of the housing 2. The cam 71 and the cam follower 72 interposed between the intermediate cam 71 and the control cam 70 are disposed between the second cam mechanism 8 (main cam 80) and the rear housing 10, and the housing Are accommodated in the second accommodating space 2a. Then, the first cam mechanism 7 receives the rotational force from the housing 2 by the clutch operation of the pilot clutch 5 and converts it into a _first cam thrust P ₁ that becomes the clutch force (friction engagement force) of the main clutch 4, It is configured to impart a first cam thrust P ₁ to the main clutch 4 as a pressing force.

  The control cam 70 has a needle roller bearing 22 interposed between its rear housing side end surface and the control cam side end surface of the rear housing 10 (first rear housing element 11), and the inner shaft 3 (small diameter cylindrical portion 3b). ) Is arranged to be relatively rotatable. The control cam 70 is provided with a plurality of (three in the embodiment) cam grooves 70a (shown in FIG. 7A) that are arranged in parallel in the circumferential direction and open to the cam follower 72 side.

As shown in FIG. 7A, the plurality of cam grooves 70a have their groove bottoms axially deeper from the initial position of the cam follower 72 (the neutral position of the cam groove 70a) 700a along the circumferential direction of the control cam 70. It is is formed by gradually shallows grooves, i.e. grooves made from the inclined surface 701a for generating a first thrust P ₁ in succession to the neutral position 700a.

  A straight spline fitting portion 70 b (shown in FIG. 2) that is fitted to the straight spline fitting portion 50 a of the inner clutch plate 50 in the pilot clutch 5 is provided on the outer peripheral portion of the control cam 70. The straight spline fitting portion 70b is configured as a connecting portion of the control cam 70 with respect to the pilot clutch 5 (inner clutch plate 50), and is formed by a plurality of spline teeth like other straight spline fitting portions. As shown in FIG. 8, in the straight spline fitting part 70b, a plurality of spline teeth among which a plurality of spline teeth are adjacent to each other, a rotational force transmission member 82 (described later) in the second cam mechanism 8 is interposed. (In the embodiment, three) space portions 700b are provided. The plurality of space portions 700b are arranged at equal intervals in the circumferential direction of the control cam 70 by lacking a part of the spline teeth.

  As shown in FIGS. 7A and 7B, the intermediate cam 71 includes two types of inner and outer cam grooves 71a and 71b (an inner circumferential cam groove 71a and an outer circumferential cam groove 71b) and a spring accommodating space 71c ( 9 (a) and 9 (b)), and the inner shaft 3 (large diameter cylindrical portion 31a) on the main clutch 4 (shown in FIG. 2) side of the first cam mechanism 7 (shown in FIG. 2). ) In a relatively non-rotatable and relatively movable manner, and the whole is formed by an annular member through which the inner shaft 3 is inserted.

A plurality of (three in the embodiment) inner circumferential cam grooves 71 a are opened at the cam follower 72 side and are equally spaced in the circumferential direction of the intermediate cam 71. The cam groove 71a on the inner peripheral side has a groove bottom whose groove depth gradually decreases from the initial position (neutral position of the cam groove 71a) 710a of the cam follower 72 along the circumferential direction of the intermediate cam 71. grooves, that is, formed by a groove made from the inclined surface 711a for generating a first cam thrust P ₁ in succession to the neutral position 710a.

A plurality of cam grooves 71 b on the outer peripheral side are opened on the cam follower 81 side, and a plurality (three in the embodiment) are arranged at equal intervals in the circumferential direction of the intermediate cam 71. The cam groove 71b on the outer peripheral side has an inclined surface 711b for generating a _second cam thrust P2 continuously from the initial position (neutral position of the cam groove 71b) 710b of the cam follower 72, and this It is formed by a concave groove formed of a flat surface 712b that does not generate a cam force continuously with the inclined surface 711b. Tilt angle (cam angle) theta ₂ of the inclined surface 711b (the inclined surface 801a) is set to an angle larger than the inclination angle (cam angle) theta ₁ of the inclined surface 711a (inclined surface 701a). In the present embodiment, for example, the cam angle θ ₁ is set to θ ₁ = 8 °, and the cam angle θ ₂ is set to θ ₂ = 30 °. Further, the center diameter D _{1 of} the inner peripheral cam groove 71a (cam groove 70a) is set to D ₁ = 42 mm, and the center diameter D ₂ of the outer peripheral cam groove 71b (cam groove 80a) is set to D ₂ = 95 mm. Has been.

  As shown in FIGS. 9A and 9B, a plurality (three in the embodiment) of spring accommodating spaces 71c are arranged on the intermediate cam 71 at equal intervals in the circumferential direction. The spring accommodating space 71c extends through the circumferential direction of the intermediate cam 71 and is formed by a through hole that opens to the main clutch 4 (shown in FIG. 2) side and the rear housing 10 (shown in FIG. 2) side of the intermediate cam 71. Is formed. The spring accommodating space 71c accommodates return springs 23 and 24 that apply a return force to the intermediate cam 71 to the initial position in the circumferential direction. As the return springs 23 and 24, for example, compression coil springs are used.

  One return spring 23 is disposed between one spring receiver 25 and the common spring receiver 26 on one side in the circumferential direction of the spring accommodating space 71c. The other return spring 24 is disposed between the other spring receiver 27 and the common spring receiver 26 on the other circumferential side of the spring accommodating space 71c.

  The one-side spring receiver 25 has a disk-like base portion 25a and a columnar convex portion 25b, and is fixed to one end of the spring accommodating space 71c.

  The common spring receiver 26 has a cylindrical base portion 26a and columnar convex portions 26b and 26c, and is arranged at a substantially central position in the circumferential direction of the spring accommodating space 71c.

  The other spring receiver 27 has a disk-shaped base portion 27a and a columnar convex portion 27b, and is fixed to the other end of the spring accommodating space 71c.

As shown in FIGS. 3A and 3B, the intermediate cam 71 is interposed between an inner circumferential cam groove 71a and an outer circumferential cam groove 71b, and is connected to the main clutch 4 side and the pilot clutch 5 side. A plurality of (three in the embodiment) insertion holes 71d through which the rotational force transmitting member 82 is inserted are provided. The plurality of insertion holes 71 d are formed by long holes extending in the circumferential direction of the intermediate cam 71. A spring force a _{1 in} a direction approaching the main clutch 4 is applied to the intermediate cam 71 by the first spring 29. For example, a combination disc spring is used as the first spring 29. Further, the intermediate cam 71 is provided with a straight spline fitting portion 71e that fits into the straight spline fitting portion 310a of the inner shaft 3 (large-diameter cylindrical portion 31a).

A second spring 34 is disposed on the inner peripheral portion of the intermediate cam 71 between the step surface 31 e of the inner shaft 3. A spring force b in a direction away from the main clutch 4 is applied to the intermediate cam 71 by the second spring 34. As the second spring 34, for example, a disc spring is used. An outer flange 71 f that receives the spring force a ₁ of the first spring 29 is provided on the outer peripheral portion of the intermediate cam 71.

  The cam follower 72 is disposed so as to be able to roll between the control cam 70 and the intermediate cam 71, and is entirely formed of a sphere (ball).

(Configuration of the second cam mechanism 8)
As shown in FIG. 2, the second cam mechanism 8 includes an intermediate cam 71 and a plurality of rotational force transmission members 82, a main cam 80 that rotates by the rotation of the control cam 70 and the intermediate cam 71, and the main cam 80 and the intermediate cam. The cam follower 81 is interposed between the main clutch 4 and the armature 61, and is accommodated in the accommodating space 2 a of the housing 2. Then, the second cam mechanism 8 is actuated prior to the first conversion cam thrust P ₁ of the first cam mechanism 7, a second for approximating the main cam 80 to the main clutch 4 by the operation A cam thrust P ₂ is generated, and this second cam thrust P _{2 is applied} to the main clutch 4 to shorten the clearance C between the inner clutch plate 40 and the outer clutch plate 41 adjacent to each other to C = 0, for example. It is configured as follows. Thus, in the main clutch 4, operating the second receiving the cam thrust P ₂ by a cam action of the second cam mechanism 8, close the inner clutch plates 40 and the outer clutch plates 41, then the first The inner clutch plate 40 and the outer clutch plate 41 are frictionally engaged by receiving the _first cam thrust P1 by the cam action caused by the operation of the cam mechanism 7.

  Further, the second cam mechanism 8 is configured so that the axial end surface of the auxiliary shaft element 36 is brought into contact with the axial end surface of one shaft element 30 as the main cam 80 moves toward the main clutch 4 side. The third spring 83 receives the spring force c to the opposite side. The third spring 83 is disposed between the spring receiver 350b of the connecting member 35 (the flange 35b) and the main clutch 4 side end surface of the main cam 80. As the third spring 83, for example, a disc spring is used.

The main cam 80 has a cam groove 80a (shown in FIG. 7B), is interposed between the main clutch 4 and the intermediate cam 71, and is connected to the connecting member 35 (FIGS. 5A and 5B). )) Is supported rotatably via a needle roller bearing 84, and the whole is formed by an annular member through which the inner shaft 3 (the other shaft element 31) is inserted. Further, the main cam 80 is connected to the control cam 70 so as not to be rotatable relative to the control cam 70. The main cam 80, the second cam mechanism by the second generation of the cam thrust P ₂ by the operation of 8, also the first cam mechanism 7 first respective main clutch 4 by the generation of the cam thrust P ₁ by the operation of the It is comprised so that it may function as a pressing member which provides pressing force to. Thus, the main cam 80 receives the second cam thrust P ₂ by the operation of the second cam mechanism 8 to move the connecting member 35 in a direction to connect one of the shaft elements 30 and the other shaft elements 31 to each other.

  The main cam 80 is provided with a plurality (three in the embodiment) of first mounting holes 80 b corresponding to the insertion holes 71 d of the intermediate cam 71. The plurality of first mounting holes 80 b are arranged at equal intervals in the circumferential direction of the main cam 80.

As shown in FIG. 7B, the cam groove 80a is opened to the cam follower 81 side, and a plurality of (three in the embodiment) cam grooves 80a are arranged at equal intervals in the circumferential direction of the second main cam 80. The cam groove 80a has an inclined surface 801a for generating a _second cam thrust P2 continuously from the initial position (neutral position of the cam groove 80a) 800a of the cam follower 81, and the inclined surface 801a. And a concave groove formed of a flat surface 802a that does not generate a cam thrust continuously.

  Further, as shown in FIGS. 9A and 9B, a plurality of (three in the embodiment) second pins 28 are press-fitted and attached to the main cam 80 to support the common spring receiver 26. A mounting hole 80c is provided. The plurality of second mounting holes 80 c are arranged at equal intervals in the circumferential direction of the second main cam 80.

  The plurality of rotational force transmitting members 82 are attached by being press-fitted into the corresponding first attachment holes 80b. The plurality of rotational force transmitting members 82 are configured to transmit the rotational force of the control cam 70 to the main cam 80.

Further, the main cam 80 is provided with an annular convex portion 80d capable of accommodating the intermediate cam 71 on the control cam 70 side. The convex portions 80d, which protrude, and snap ring 85 which receives the spring force a ₂ of the first spring 29 opposite the outer flange 71f of the intermediate cam 71 is mounted therein.

  The cam follower 81 is disposed so as to be able to roll between the intermediate cam 71 and the main cam 80, and is entirely formed of a sphere (ball).

[Operation of Driving Force Transmission Device 1]
Next, the operation of the driving force transmission device shown in the present embodiment will be described with reference to FIGS. 1 to 5, 10, and 11. FIGS. 10A and 10B show the operating state of the cam follower in the second cam mechanism. FIGS. 11A and 11B show the operating state of the cam follower in the first cam mechanism.

  Since the operation of the driving force transmission apparatus shown in the present embodiment includes the “operation by driving the engine” and the “operation by towing the vehicle”, these operations will be described.

"Operation by driving the engine"
1 and 2, when the engine 102 of the four-wheel drive vehicle 101 is started, the rotational driving force of the engine 102 is transmitted to the housing 2 via the transaxle 103 and the propeller shaft 107, and the housing 2 is rotationally driven.

  Normally, the electromagnetic coil 60 of the drive mechanism 6 is in a non-energized state when the four-wheel drive vehicle 101 is stopped or in steady running, so the magnetic circuit M based on the electromagnetic coil 60 is not formed, and the clutch plate in the pilot clutch 5 is not formed. There is no frictional engagement between them.

  For this reason, the first cam mechanism 7 and the second cam mechanism 8 do not operate, the inner clutch plate 40 and the outer clutch plate 41 of the main clutch 4 do not frictionally engage with each other, and the rotational driving force of the engine 102 is generated by the housing. 2 is not transmitted to the inner shaft 3.

  On the other hand, for example, when the electromagnetic coil 60 is energized when the four-wheel drive vehicle 101 starts (when the housing 2 rotates), a magnetic circuit M is formed, and the armature 61 frictionally engages the clutch plates of the pilot clutch 5 with each other. Move in the direction to match.

  For this reason, the clutch plates of the pilot clutch 5 are frictionally engaged with each other by the pressing by the movement of the armature 61, and the rotational force of the housing 2 is transmitted to the control cam 70 of the first cam mechanism 7 via the pilot clutch 5.

  Along with this, the control cam 70 rotates, and this rotational force is transmitted to the intermediate cam 71 via the cam follower 72 and to the main cam 80 via the rotational force transmitting member 82.

  At this time, the second cam mechanism 7 (the cam groove 70a and the cam groove 71a on the inner peripheral side) and the second cam mechanism 8 (the cam groove 80a and the cam groove 71b on the outer peripheral side) having the larger cam angle are used. The cam mechanism 8 operates prior to the first cam mechanism 7 having a small cam angle, and the cam follower 81 is displaced from the neutral position 800a of the cam groove 80a to the inclined surface 801a as shown in FIG. 801a is displaced from the neutral position 710b on the outer peripheral cam groove 71b to the inclined surface 711b to roll on the inclined surface 711b. In this case, as shown in FIG. 10A, the cam follower 72 remains disposed at the neutral position 700a of the cam groove 70a and the neutral position 710a of the cam groove 71a on the inner peripheral side.

  Therefore, the rotational force of the control cam 70 is received from the rotational force transmitting member 82, the main cam 80 rotates before the intermediate cam 71, and the main cam 80 rotates relative to the intermediate cam 71.

Accordingly, the intermediate cam 71 moves in a direction away from the main clutch 4 against the spring force a ₁ of the first spring 29, and the main cam 80 resists the spring force a ₂ of the first spring 29. In the direction away from the intermediate cam 71, that is, from the state shown in FIG. 3, as shown in FIG. 4, it moves together with the connecting member 35 and the auxiliary shaft element 36 to the main clutch 4 side. In this case, when the main cam 80 moves to the main clutch 4 side, the connecting member 35 brings the auxiliary shaft element 36 into contact with the one shaft element 30 and then the spring force c (see FIG. 5B) of the third spring 83. Against one shaft element 30 side.

  At this time, the fitting state (the state shown in FIG. 5A) between the concave portion 35c of the connecting member 35 and the convex portion 37a of the spline key 37 is released as shown in FIG. The part moves from the auxiliary shaft element 36 to one shaft element 30.

  Therefore, the auxiliary shaft element 36 and the one shaft element 30 are connected to the connecting member 35 by spline fitting, and the one shaft element 30 and the other shaft element 31 are connected via the connecting member 35 and the auxiliary shaft element 36. Connected by spline fitting.

When the main cam 80 further moves toward the main clutch 4, the second cam thrust P ₂ is applied as a pressing force from the main cam 80 to the main clutch 4.

  Accordingly, adjacent clutch plates of the inner clutch plate 40 and the outer clutch plate 41 of the main clutch 4 approach each other.

  Thereafter, as shown in FIG. 11 (a), the cam follower 81 rides on the flat surface 802a from the inclined surface 801a of the cam groove 80a, and rides on the flat surface 712b from the inclined surface 711b of the cam groove 71b on the outer peripheral side. Each of 712b rolls. On the other hand, the first cam mechanism 7 operates after being delayed by the second cam mechanism 8, and the cam follower 72 is displaced from the neutral position 700a of the cam groove 70a to the inclined surface 701a as shown in FIG. The surface 701a is displaced from the neutral position 710a of the cam groove 71a on the inner peripheral side to the inclined surface 711a to roll the inclined surface 711a.

Accordingly, the intermediate cam 71 moves toward the main clutch 4 in the direction away from the control cam 70, that is, with the main cam 80, the cam follower 81, the rotational force transmitting member 82, etc. against the spring force b of the second spring 34. and, the main cam 80 imparts a first cam thrust P ₁ to the main clutch 4 as a pressing force.

  Thus, adjacent clutch plates of the inner clutch plate 40 and the outer clutch plate 41 of the main clutch 4 are frictionally engaged with each other, and the rotational driving force of the engine 102 is transmitted from the housing 2 to the inner shaft 3. 3 to the rear differential 110 via the drive pinion shaft 108. Then, it is transmitted from the rear differential 110 to the rear wheel 105 via the rear axle shaft 111, and the rear wheel 105 is rotationally driven.

"Operation by towing the vehicle"
For example, suppose that the four-wheel drive vehicle 101 is towed two wheels in one direction (for example, in front of the vehicle) with the rear wheel 105 grounded. In this case, the housing 2 does not rotate and only the inner shaft 3 rotates, and the rotational force of the inner shaft 3 is transmitted to the intermediate cam 71, the auxiliary shaft element 36 and the connecting member 35, respectively. The cam 71 rotates together with the inner shaft 3 (the other shaft element 31), the connecting member 35, and the auxiliary shaft element 36. The intermediate cam 71 receives the spring force a1 of the _first spring 29 on the cam follower 81 side and the spring force b of the second spring 34 on the cam follower 72 side.

  For this reason, the main cam 80, the control cam 70, the cam followers 72, 81, and the like rotate around the rotation axis O together with the intermediate cam 71.

  As a result, the intermediate cam 71 and the main cam 80 and the intermediate cam 71 and the control cam 70 do not rotate relative to each other, and the first cam mechanism 7 and the second cam mechanism 8 do not operate.

[Effect of the embodiment]
According to the embodiment described above, the following effects can be obtained.

  An adverse effect due to drag torque can be suppressed, and responsiveness of clutch operation in the main clutch 8 can be enhanced.

  The driving force transmission device of the present invention has been described based on the above embodiment, but the present invention is not limited to the above embodiment, and may be implemented in various modes without departing from the gist thereof. For example, the following modifications are possible.

(1) In the above embodiment, the second cam thrust P ₂ for shortening the clearance C between the inner clutch plate 40 and the outer clutch plate 41 to, for example, C = 0 by the operation of the second cam mechanism 8. However, the present invention is not limited to this, and the second cam thrust P ₂ for shortening the clearance C (C ≠ 0) formed between the main clutch 4 and the main cam 80 is described. May be generated in the second cam mechanism 8.

(2) In the above embodiment, the case where the housing 2 is connected to the input shaft side and the inner shaft 3 is connected to the output shaft side has been described. However, the present invention is not limited to this, and the housing is connected to the output shaft. Even when the inner shaft and the inner shaft are connected to the input shaft side, the same effects as in the present embodiment can be obtained.

DESCRIPTION OF SYMBOLS 1 ... Driving force transmission device, 2 ... Housing, 2a ... Accommodating space, 3 ... Inner shaft, 30 ... One shaft element, 30a ... Straight spline fitting part, 31 ... The other shaft element, 31a ... Large diameter cylindrical part , 310a ... straight spline fitting portion, 31b ... small diameter cylindrical portion, 310b ... straight spline fitting portion, 31c ... intermediate diameter cylindrical portion, 31d, 31e ... step surface, 4 ... main clutch, 40 ... inner clutch plate, 40a ... straight spline fitting portion, 41 ... outer clutch plate, 41a ... straight spline fitting portion, 5 ... pilot clutch, 50 ... inner clutch plate, 50a ... straight spline fitting portion, 51 ... outer clutch plate, 51a ... straight Spline fitting part, 6... Drive mechanism, 60 Electromagnetic coil, 61 ... armature, 61a ... straight spline fitting portion, 7 ... first cam mechanism, 70 ... control cam, 70a ... cam groove, 700a ... neutral position, 701a ... inclined surface, 70b ... straight spline fitting portion , 700b ... space portion, 71 ... intermediate cam, 71a ... cam groove on the inner peripheral side, 710a ... neutral position, 711a ... inclined surface, 71b ... cam groove on the outer peripheral side, 710b ... neutral position, 711b ... inclined surface, 712b ... Flat, 71c ... Spring accommodating space, 71d ... Insertion hole, 71e ... Straight spline fitting portion, 71f ... Outer flange, 72 ... Cam follower, 8 ... Second cam mechanism, 80 ... Main cam, 80a ... Cam groove, 800a ... Neutral Position, 801a: inclined surface, 802a: flat surface, 80b: first mounting hole, 80c: second mounting hole, 80d: convex portion, 81 Cam follower, 82 ... rotational force transmission member, 9 ... front housing, 9a ... straight spline fitting portion, 10 ... rear housing, 10a ... receiving space, 11 ... first rear housing element, 12 ... second rear housing element, DESCRIPTION OF SYMBOLS 13 ... 3rd rear housing element, 15 ... Tapered roller bearing, 16, 17 ... Seal member, 19, 20 ... Ball bearing, 21 ... Plug body, 22 ... Needle roller bearing, 23 ... One return spring, 24 ... the other return spring, 25 ... one spring receiver, 25a ... base, 25b ... convex, 26 ... common spring receiver, 26a ... base, 26b, 26c ... convex, 27 ... other spring receiver, 27a ... base, 27b ... convex, 28 ... support pin, 29 ... first spring, 34 ... second spring, 35 ... connecting member, 35a ... trunk part, 350a ... straight spline fitting part, 35b ... collar part, 350b ... spring receiver, 35c ... concave part, 36 ... auxiliary shaft element, 36a, 36b ... straight spline fitting part, 360b ... spline tooth, 36c ... Key housing part 37 ... Spline key 37a ... Convex part 38,39 ... Retaining ring 83 ... Third spring 84 ... Needle roller bearing 85 ... Retaining ring 101 ... Four-wheel drive vehicle 102 ... Engine , 103 ... transaxle, 104 ... front wheel, 105 ... rear wheel, 106 ... differential carrier, 106a ... coupling case, 107 ... propeller shaft, 108 ... drive pinion shaft, 108a ... straight spline fitting part, 109 ... front axle shaft 110 ... Rear differential, 111 Rear axle shaft, 112 ... ball bearing, 113 ... joint, M ... magnetic circuit, O ... Rotation axis, P 1 _... first cam thrust, P 2 _... second cam _thrust, a _1, a 2, b, c ... Spring force, D ₁ , D ₂ ... center diameter, θ ₁ , θ ₂ ... cam angle

Claims (7)

A first rotating member that is rotated by a drive source of a four-wheel drive vehicle;
A second rotating member having two elements which are arranged on the first rotating member so as to be relatively rotatable along a rotation axis thereof and which are intermittently moved by movement of a connecting member along the rotation axis;
A first rotating member disposed between the second rotating member and the first rotating member, and connecting the first rotating member and the second rotating member by a clutch operation by a pressing force of a pressing member; One clutch,
A second clutch arranged in parallel with the first clutch on the rotational axis;
A cam mechanism that converts a rotational force from the first rotating member into a cam thrust by the operation of the second clutch by a clutch operation;
The cam mechanism has a control cam that rotates by receiving the rotational force of the first rotating member from the second clutch, and a main cam as the pressing member that rotates by receiving the rotational force from the control cam, The driving force transmitting device, wherein the main cam receives the cam thrust and moves the connecting member in a direction to connect the two elements to each other.   The second rotating member includes an outer cylinder having an outer peripheral portion in which one of the two elements is opposed to an inner peripheral portion of the first rotating member via the first clutch, and the other rotating member. The driving force transmission device according to claim 1, wherein the elements are each formed by an inner cylinder having an outer peripheral portion facing an inner peripheral portion of the one element.   The first rotating member stores therein an amount of lubricating oil that does not intervene between the inner peripheral portion of the one element and the outer peripheral portion of the other element when the centrifugal force generated by the rotation is applied. The driving force transmission device according to claim 2.   The driving force transmission device according to claim 2 or 3, wherein the second rotating member is disposed at a position where the other element is connected to the connecting member via an auxiliary element.   5. The driving force transmission device according to claim 4, wherein in the initial state of the second rotating member, the connecting member is disposed on the auxiliary element so as not to move in the direction of the rotation axis by a key member.   The second rotating member is formed of a cylindrical member having a plurality of spline teeth on an outer peripheral portion forming a spline fitting portion in which the auxiliary element is interposed between the auxiliary member and the connecting member, and among the plurality of spline teeth, The driving force transmission device according to claim 5, wherein the key member is interposed between two adjacent spline teeth.   The cam mechanism receives a spring force from the spring to the side opposite to the first clutch side by bringing the auxiliary element into contact with the one element as the main cam moves to the first clutch side. The driving force transmission device according to any one of claims 4 to 6.

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