JP2813937B2 - Coupling device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pilot clutch which is fastened by an actuator, a cam means which is operated by the fastening force of the pilot clutch, a pressing member which is driven by the cam means and moves, and which is fastened by moving the pressing member. And a main clutch, wherein the cam means comprises:
A first cam ring restrained by a pilot clutch, a second cam ring provided on the pressing member, and a rotating body interposed between the first and second cam rings and converting the relative rotation of the two cam rings into thrust. To a coupling device.

[0002]

2. Description of the Related Art Conventionally, as such a connecting device, Japanese Patent Laid-Open Publication No.
Japanese Patent Application Laid-Open No. 219123/1992 and Japanese Patent Application Laid-Open No. 4-107347 are known. These coupling devices are applied to a differential limiting mechanism in a differential of an automobile, and control the differential limiting mechanism by engaging a main clutch with an engaging force of a pilot clutch.

[0003]

By the way, when a vehicle equipped with the above-mentioned differential limiting mechanism is running straight at a high speed, the main clutch generates a fastening force to limit the differential, thereby allowing the vehicle to go straight against a crosswind. Performance can be improved. However, even if the pilot clutch is engaged in order to engage the main clutch, the relative rotation speed difference between the input side and the output side of the cam mechanism during straight traveling is extremely small.
There is a case where the cam mechanism does not act sufficiently and an appropriate differential limiting force cannot be obtained. Therefore, as described in Japanese Patent Application Laid-Open No. Hei 4-92131, it is conceivable to provide an urging means in the main clutch, and to preload the main clutch with the urging force to exert a necessary fastening force.

However, in this case, the urging force of the urging means also acts on the cam mechanism, so that the responsiveness of the cam mechanism is unnecessarily increased. As a result, when a drag torque is generated in the pilot clutch due to the viscosity of the oil, especially at a low temperature, the drag torque is transmitted to the main clutch through a sharp cam mechanism, thereby generating an unnecessarily large differential limiting force. There is a problem.

The present invention has been made in view of the above circumstances, and has as its object to stabilize the engagement force of a main clutch by restricting the operation of a cam mechanism by drag torque of a pilot clutch.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a pilot clutch which is engaged by an actuator, a cam means which is operated by the engagement force of the pilot clutch, and a pressing means which is driven and moved by the cam means. And a main clutch that is engaged by movement of the pressing member, wherein the cam means includes a first cam ring restrained by a pilot clutch, a second cam ring provided on the pressing member, and first and second cam rings. A rotating body interposed between the cam rings to convert the relative rotation of the two cam rings into thrust .
Between pressing member and the first cam ring rotating at the time of non-engagement of the latch
In order to generate a frictional force that frictionally connects together without the intermediary of the rolling elements , the pressing member and the first cam ring are provided with biasing means for biasing the first cam ring in a direction in which the pressing member and the first cam ring come into contact with each other.
The second cam ring and the pressing portion are supported by the material so as to be relatively movable.
Between the material and the material to regulate the relative movement of the two.
When the pilot clutch is not engaged,
So that a predetermined play gap is formed between the ring and the pressing member.
Is a first feature. Due to this feature
For example, when the pilot clutch is
The first cam ring is restrained by the drag torque of the
And the first cam ring and the pressing member are integrated.
Can be controlled by the drag torque described above.
It is possible to prevent the system means from sneaking. And the pyro
When the clamp is not fastened, hold play on the second cam ring.
In addition, a dead zone can be formed in the cam means.

Further, the present invention provides, in addition to the first feature described above ,
A second feature is that phase angle adjusting means for centering the first cam ring and the second cam ring with each other is provided. According to this feature, the first camry is provided by the phase angle adjusting means.
Centering the ring and the second cam ring with each other
, Regardless of the relative rotation direction of both cam rings.
The main clutch can be engaged with the answer.

[0008]

Embodiments of the present invention will be described below with reference to the drawings.

FIGS. 1 to 10 show a first embodiment of the present invention. FIG. 1 is a longitudinal sectional view of a rear differential, FIG. 2 is a sectional view taken along line 2-2 of FIG. 1, and FIG . 3 is a sectional view taken along line 3-3, FIG. 4 is an enlarged view of a main part of FIG. 1, FIG. 5 is a sectional view taken along line 5-5 of FIG. 4, FIG. 6 is a sectional view taken along line 6-6 of FIG. 7-
8 is a sectional view taken along line 8-8 of FIG. 4, and FIG.
FIG. 10 is a partial perspective view of a cam mechanism. 11 and 12 show a second embodiment of the present invention.
FIG. 11 is a partial sectional view corresponding to FIG.
12 is a sectional view taken along line 12-12 of FIG.

FIG. 1 shows a rear differential D of an automobile provided with a differential limiting mechanism.
Is composed of a left casing 2, an intermediate casing 3, a center casing 4, and a right casing 5 which are divided into four parts in the axial direction and integrally connected. A driven bevel gear 6 that is driven by meshing with a drive bevel gear (not shown) provided at the rear end of a propeller shaft extending in the vehicle longitudinal direction is fixed to the center casing 4. In the left casing 2,
A left axle 7 connected to the left rear wheel is rotatably supported, and a right axle 8 connected to the right rear wheel is rotatably supported on the right casing 5.

Referring to FIG. 2 together, it is apparent that
Inside the differential case 1, a planetary gear type differential device P that transmits the driving force input to the differential case 1 to the left axle 7 and the right axle 8 and absorbs the rotational speed difference between the two axles 7 and 8 is housed. Is done. The differential P comprises a planetary gear carrier 9 splined to the right axle 8.
The planetary gear carrier 9 has a pair of an outer planetary gear shaft 10 and an inner planetary gear shaft 11
Three pairs are provided at 0 ° intervals.

The outer planetary gears 12 supported by the outer planetary gear shafts 10 are mounted on the center casing 4.
Meshes with the ring gear 13 formed on the inner circumference of
Mesh with the inner planetary gears 14 supported on the inner planetary gear shafts 11. The inner planetary gears 14 mesh with not only the outer planetary gears 12 but also a sun gear 16 formed on the outer periphery of the right end of a sleeve 15 spline-coupled to the left axle 7.

Next, a main clutch Mc for generating a differential limiting force by integrally connecting the center casing 4 having the ring gear 13 and the sleeve 15 having the sun gear 16 is provided.
The structure of will be described.

In FIG. 4, a plurality of main clutch outer disks 18 are supported on a serration 17 formed on the inner periphery of the center casing 4 so as to be slidable in the axial direction.
A plurality of main clutch inner discs 19 alternately superposed on each other are axially slidably supported by serrations 20 formed on the outer periphery of the sleeve 15. An annular stopper plate 21 disposed on the right side of the right main clutch outer disk 18 has its outer periphery supported by the serrations 17 of the center casing 4.
The main clutch outer discs 18 and the main clutch inner discs 19 slide in the axial direction.
The slidable range of the stopper plate 21 is restricted to a range sandwiched by a pair of C clips 37 and 38 that engage with the serrations 17. On the other hand, an annular pressure plate 22 as a pressing member is disposed on the left side of the left main clutch inner disk 19.

[0015] Between the step portion 4 ₁ formed in the inner periphery of the right locking stepped portion formed on surface 21 ₁ and the center casing 4 of the stopper plate 21, the disc spring 2 as an urging means
3 is interposed. The disc spring 23 urges the stopper plate 21 to the left, that is, the direction in which the main clutch outer disk 18 and the main clutch inner disk 19 come into contact with each other, thereby generating a predetermined initial engagement force on the main clutch Mc. Let it.

[0016] In a state where the main clutch Mc is generating the initial fastening force, the stopper plates 21 between the outer and the right C-clip 38 of the stopper plate 21
Of which gap alpha ₁ is formed to allow the rightward movement, also a slight clearance alpha ₂ to permit leftward movement of the stopper plates 21 between the C-clip 37 of the left and the outer circumference of the stopper plates 21 Is formed. The gap alpha ₁ that allows the rightward movement of the stopper plates 21 is formed smaller than the gap between the right side and the left side of the planetary gear carrier 9 of the stopper plate 21, thereby the stopper during engagement of the main clutch Mc The contact between the plate 21 and the planetary gear carrier 9 is avoided.

Next, the structure of the pilot clutch Pc for generating a fastening force on the main clutch Mc will be described.

In FIG. 4, a plurality of pilot clutch outer disks 25 are supported on a serration 24 formed on the inner periphery of the intermediate casing 3 so as to be slidable in the axial direction.
A plurality of pilot clutch inner disks 26 alternately superimposed on the inner disks 5 are provided with a first clutch inner disk 26, which will be described in detail later.
The cam ring 27 is axially slidably supported by serrations 28 formed on the outer periphery. On the right side of the right outer pilot clutch outer disk 25, in cooperation with the right side surface of the left casing 2, the pilot clutch outer disk 25 ...
An annular armature 29 is supported so as to be slidable in the axial direction so as to hold the pilot clutch inner disks 26.

On the other hand, a solenoid 31 is supported on the outer periphery of the left casing 2 via two ball bearings 30, 30. The solenoid 31 is energized by a command from a control device (not shown), and its armature 29
Are attracted to the left to bring the pilot clutch outer discs 25... And the pilot clutch inner discs 26.
To conclude.

Referring to FIG. 5 together, it is apparent that
A plurality of (for example, two or four)
Ball groove 29 ₁ ... is formed of pieces). Ball groove 29 ₁
… And the serration 24 facing the ball 36
Are engaged, whereby the armature 29 is prevented from rotating with respect to the intermediate casing 3 and can slide smoothly in the axial direction. Also armature 29
Is restricted by a C-clip 32 that engages with the serration 24. The C-clip 32 also functions as a member for preventing the balls 36 from falling off. At this time, by forming smaller than the open end 32 ₁ of the gap β balls 36 ... diameter of the C-clip 32, the ball 36 ... falling off from the open end 32 ₁ is prevented.

By locking the outer periphery of the armature 29 to the differential case 1 via the balls 36, the inertia of the first cam ring 27 is smaller than when the inner periphery of the armature 29 is locked to the first cam ring 27 side. The moment can be reduced to prevent unnecessary engagement of the main clutch Mc, and the load on the pilot clutch Pc can be reduced when the pilot clutch Pc is engaged. Can be stabilized. Moreover, since the armature 29 and the differential case 1 are in contact with each other via the balls 36, not only the axial movement of the armature 29 is smoothly performed, but also the leakage of the magnetic force lines is prevented by preventing the solenoid 3 from moving.
1 can prevent a decrease in suction force.

Next, the structure of the cam mechanism C for increasing the engaging force of the pilot clutch Pc and transmitting it to the main clutch Mc will be described.

As shown in FIGS. 3 and 4, the cam mechanism C includes a first cam ring 27, a second cam ring 33, and a plurality of balls 34. The first cam ring 27 is supported on the outer circumference of the sleeve 15 so as to be relatively rotatable, and the left end face is supported on the right end face of the left casing 2 via a thrust bearing 35. The second cam ring 33 is spline-coupled to the outer periphery of the sleeve 15 so as to be slidable in the axial direction, and the pressure plate 22 is further spline-coupled to the outer periphery of the sleeve 15 so as to be slidable in the axial direction.

As is apparent from FIGS. 8 to 10, six cam grooves 27 _1, ..., 3 are provided on the right end face of the first cam ring 27 and the left end face of the second cam ring 33, respectively.
3 ₁ ... are formed, both cam grooves 27 ₁ ..., 33 ₁ ...
The balls 34 are interposed therebetween. At the tip of the boss portion extending leftward from the center of the pressure plate 22, six projections 22 ₁ ... Having a sharp tip are protruded, and these projections 22 ₁ . Groove 27
₁ engage with each other. The cam groove 2 in which the projections 22 ₁ ... Of the pressure plate 22 engage with the first cam ring 27 side.
The formation of 7 ₁ ... Can also contribute to a reduction in the moment of inertia of the first cam ring 27.

The second cam ring 33 spline-coupled to the sleeve 15, the pressure plate 22 spline-coupled to the second cam ring 33, the ball 34 and the cam grooves 27 ₁ . 3
3 ₁ ... is connected through, wherein the first cam ring 27 which is pressure plate 22 to the protrusion 22 ₁ ... and the cam grooves 27 ₁ ... via the connection, rotates integrally with the sleeve 15.

As is clear from FIGS. 4, 6 and 7,
Projection 26 for connecting pilot clutch inner disc 26 to serration 28 of first cam ring 27
₁ ... The number of the less than the number of grooves of the serrations 28 (eg, eight in total) are set, moreover the projections 2
6 ₁ ... groove 26 ₂ to the base side of, 26 ₂ are formed. Therefore, prevention when applied is excessive load on the pilot clutch Pc, by the projections 26 ₁ ... breaks from the groove 26 _2, 26 _2, the differential lock with minimal damage to the whole rear differential D can do.

The pilot clutch inner disk 26 ...
The grooves 26 ₂ , 26 ₂ contribute to improving the lubricity of the pilot clutch Pc by the oil retained therein, and furthermore, the protrusions 26 of the pilot clutch inner disks 26.
₁ ... even serration groove of the first cam ring 27 without engaging the pilot clutch P by the oil held therein
c contributes to the improvement of lubricity.

As can be seen from FIG. 4, the right end of the second cam ring 33 is
Can contact the stepped portion 22 ₂ is formed on the surface 33a, when the main clutch Mc is in the initial engagement state by the urging force of the disc springs 23, the right end face 33a and the stepped portion of the second cam ring 33
A slight gap α ₃ is formed between the gap 2 ₂ . Thus the second
Right end face 33a of cam ring 33 and pressure plate
Step 22 of 22 ₂ cooperate with each other, the second cam ring 3
3 that regulates the relative movement between the pressure plate 3 and the pressure plate 22.
The engaging means comprises a pilot
When the clutch Pc is not engaged, the play corresponding to the gap α ₃
Is provided.

As is apparent from FIG. 9, the protrusions 22 ₁ ... Of the pressure plate 22 which rotate integrally with the second cam ring 33 in order to limit the limit of the relative rotation angle between the first cam ring 27 and the second cam ring 33. Contactable step 2
7 ₂ and 27 ₂ are cam grooves 27 ₁ of the first cam ring 27.
Formed at both ends.

Next, the operation of the embodiment of the present invention having the above-described configuration will be described.

When the driving force of the engine is transmitted to the differential case 1 via the driven bevel gear 6, if the loads on the left axle 7 and the right axle 8 are equal, the rotation of the differential case 1 is performed by the ring gear 13, the outer planetary gear 12,. The transmission is transmitted to the left axle 7 via the inner planetary gears 14, the sun gear 16 and the sleeve 15, and is transmitted from the outer planetary gears 12 and the inner planetary gears 14 to the right axle 8 via the planetary gear carrier 9. Are rotated at the same speed. On the other hand, when a difference occurs between the loads on the left axle 7 and the right axle 8, the rotation of the differential case 1 is caused by the relative rotation of the ring gear 13 and the sun gear 16 due to the rotation and revolving of the two planetary gears 12,. It is differentially distributed to the axle 8.

When the solenoid 31 of the pilot clutch Pc is energized to regulate the differential between the left axle 7 and the right axle 8, the armature 29 is attracted to the solenoid 31 and moves leftward, and the pilot clutch outer disc 25 and the pilot clutch are moved. The inner disks 26 contact each other. As a result, the pilot clutch Pc is engaged, and the first cam ring 27 of the cam mechanism C is restrained by the intermediate casing 3, that is, the differential case 1. At this time, if there is any rotation difference between the sleeve 15 spline-coupled to the left axle 7 and the differential case 1, the first cam ring 27 and the second cam ring 33 rotate relative to each other as shown in FIG. As a result, the balls 34 pressed by the cam grooves 27 ₁ of the first cam ring 27 become the cam grooves 33 ₁ of the second cam ring 33.
And the second cam ring 33 moves rightward toward the main clutch Mc.

When the second cam ring 33 moves to the right, the second
The pressure plate 22 which is pressed the stepped portion 22 ₂ on the right end of the cam ring 33 is moved rightward. As a result, the main clutch outer disks 18 and the main clutch inner disks 19 of the main clutch Mc are pressed rightward,
The stopper plate 21 abuts against the right C-clip 38 against the disc spring 23 so that they come into contact with each other. Thus, the center casing 4, ie, the differential case 1, and the sleeve 15, ie, the left axle 7 are integrated to lock the planetary gear type differential P, and the differential between the left axle 7 and the right axle 8 is regulated.

As described above, the pilot clutch P
c is converted into a large axial thrust force by the cam mechanism C, and the thrust force is applied to the pressure plate 2.
2 can be operated to generate a large engagement force in the main clutch Mc.

At this time, the action of the gap α ₁ formed between the stopper plate 21 and the C clip 38 allows the main clutch Mc to be smoothly engaged. The gap α ₃ formed between the second cam ring 33 and the pressure plate 22 acts as a dead zone of the cam mechanism C when the first cam ring 27 and the second cam ring 33 rotate relatively due to a rapid change in wheel speed. Thus, it is possible to prevent the main clutch Mc from being sharply engaged.

When the main clutch Mc is in the initial engagement state by the urging force of the disc spring 23, the urging force of the disc spring 23 is applied to the stopper plate 21, the main clutch outer disk 18, the main clutch inner disk 19, the pressure plate 22, The power is transmitted to the left casing 2 via the first cam ring 27 and the thrust bearing 35. As a result, a predetermined engagement force is generated in the main clutch Mc to limit the differential, and for example, it is possible to improve running stability in a case where a crosswind is received during high-speed straight running. When the solenoid 31 is constantly energized to generate a fastening force in the main clutch Mc in order to improve the stability against the above-mentioned crosswind, problems such as iron powder adsorption and temperature rise of the solenoid 31 occur. Thus, the above problem can be avoided by generating a fastening force in the main clutch Mc. Further, by receiving the load of the disc spring 23 by the thrust bearing 35, the left casing 2
Is prevented from burning.

As shown in FIG. 9, the projections 22 ₁ ... Of the pressure plate 22 urged by the disc springs 23 come into contact with the cam grooves 27 ₁ . The cam ring 27, that is, the second cam ring 33 and the first cam ring 27 are opposed to _each other at the center bottoms of the cam grooves 33 ₁ and 27 _1.
Then, the ball 34 is urged toward the centering position (the position in FIG. 8 ) for holding the ball 34 therebetween . As a result, when the pilot clutch Pc is engaged, the first cam ring 2
Regardless of the relative rotation direction of the seventh and second cam rings 33,
The cam mechanism C can always be operated with a constant response. Further, the first cam ring 27 and the second cam ring 33
When the relative rotation angle tends to increase beyond the allowable value, the projection 22 ₁ ... cam groove 27 of the pressure plate 22 ₁ ...
Step 27 ₂ formed at both ends of the, 27 in contact with one of the _two suppresses excessive increase of the relative rotation angle, thereby preventing the locking of the planetary gear type differential P due to unnecessary engagement of the main clutch Mc can do. Further, the projections 22 ₁ are located at positions that cover the outside of the balls 34 in the radial direction, and function to prevent the balls 34 from jumping out due to centrifugal force.

The stopper plate 21 and the C ring 37
By setting the gap alpha ₂ which is formed in a predetermined size between the urging force is two discs of the disc springs 23 1 when the main clutch outer disks 18 ... friction material is worn
8 ..., 19 ... and both discs 18
, 19 ... can be prevented from contacting with each other.

FIGS. 11 and 12 show another embodiment of the present invention.

In this embodiment, a plurality of projections 29 ₂ projecting from the outer periphery of the armature 29 are slidably engaged with the serrations 24 of the intermediate casing 3 so that the armature 29 is prevented from rotating. You. The outer peripheral surface of the armature 29 is inclined so that the diameter becomes smaller toward the right side, and the outer peripheral surface is slidably in contact with the tip of the serration 24 on the left end surface where the diameter becomes maximum. Therefore, the frictional force between the serration 24 and the serration 24 can be reduced while ensuring a sufficient area on the side facing the solenoid 31 to prevent the suction force from decreasing, and the armature 29 can return smoothly.

Although the embodiments of the present invention have been described in detail, the present invention is not limited to the above-described embodiments, and various design changes can be made.

For example, an ordinary bevel gear type differential can be used in place of the planetary gear type differential P in the embodiment. Further, the present invention is not limited to the differential limiting mechanism of the embodiment, and can be applied to an appropriate connecting device that removably connects the driving side and the driven side of the power transmission device .

[0043]

As described above, according to the first aspect of the present invention, the pressing member and the first cam ring are urged by the urging means in a direction in which they contact each other, so that the pilot clutch is disengaged.
At the time of fastening, a space between the pressing member and the first cam ring is
To generate frictional force for frictional connection
Therefore, it is possible to prevent the first cam ring from being restrained by the drag torque of the pilot clutch at the time of non-engagement and to integrate the first cam ring with the pressing member. As a result, the cam due to the drag torque of the pilot clutch The operation of the means can be prevented, and the fastening force of the main clutch can be stabilized.

The second cam ring moves relatively to the pressing member.
Supported between the second cam ring and the pressing member.
Is an engagement means for regulating the relative movement between the two,
Presses the second cam ring when the pilot clutch is not engaged
Provided so as to form a predetermined play gap with the member.
Therefore, when the pilot clutch is not engaged, the second cam ring is provided with play to form a dead zone in the cam means, thereby preventing abrupt engagement of the main clutch.

According to the second feature of the present invention, the first cam ring and the second cam ring are centered with each other by the phase angle adjusting means, so that a uniform response can be obtained regardless of the relative rotation direction of the two cam rings. To engage the main clutch. Moreover, the urging means is
It can also be used as a biasing means for centering.
Only the structure can be simplified.

[0046] Incidentally, when to bias the main clutch engagement direction by the biasing means as in Example, it is possible to exert the fastening force in the main clutch without actuating the pilot clutch, thereby For example, when the present coupling device is applied to a differential limiting mechanism of an automobile, crosswind stability during high-speed running can be improved, and wear and deterioration of a pilot clutch actuator can be prevented .

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a rear differential according to a first embodiment .

FIG. 2 is a sectional view taken along line 2-2 of FIG.

FIG. 3 is a sectional view taken along line 3-3 in FIG . 1 ;

FIG. 4 is an enlarged view of a main part of FIG. 1;

FIG. 5 is a sectional view taken along line 5-5 of FIG. 4;

FIG. 6 is a sectional view taken along line 6-6 in FIG. 4;

FIG. 7 is a sectional view taken along line 7-7 of FIG. 6;

8 is a sectional view taken along line 8-8 in FIG. 4;

FIG. 9 is a view for explaining the corresponding operation in FIG. 8;

FIG. 10 is a partial perspective view of a cam mechanism.

FIG. 11 is a partial sectional view corresponding to FIG. 4 according to a second embodiment.

FIG. 12 is a sectional view taken along line 12-12 of FIG. 11;

[Explanation of symbols]

22 Pressure Plate (Pressing Member) 22 ₁ Projection (Phase Angle Adjusting Means) 22 _Two- Step (Engagement Means) 23 Disc Spring (Biasing Means) 27 _1st Cam Ring 27 ₁ Cam Groove (Phase Angle Adjusting Means) 31 Solenoid ( actuator) 33 second cam ring 33a right end surface (engaging means) 34 ball (rotating member) C cam mechanism (cam means) Mc main clutch Pc pilot clutch alpha ₃ gap

Continuation of the front page (56) References JP-A-4-181026 (JP, A) JP-A-62-166332 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16D 27 / 115

Claims (2)

(57) [Claims] 1. A pilot clutch (Pc) fastened by an actuator (31), a cam means (C) operated by a fastening force of the pilot clutch (Pc), and a pressing member driven and moved by the cam means (C). (2
2) and a main clutch (Mc) to be engaged by the movement of the pressing member (22), and the cam means (C)
Is restricted by the pilot clutch (Pc).
A cam ring (27), a second cam ring (33) provided on the pressing member (22), and both cam rings (27, 3) interposed between the first and second cam rings (27, 33).
3) In the coupling device comprising the rotating body (34) for converting the relative rotation into thrust, the pilot clutch (P
When the member c) is not fastened, the pressing member (22) and the first cam ring (27) are frictionally connected together without the intermediary of the rotating body (24).
A biasing means (23) for biasing the pressing member (22) and the first cam ring (27) in a direction in which the pressing member (22) and the first cam ring (27) come into contact with each other, and the second cam ring (33) includes a pressing member (22). ) To move relative
Supported between the second cam ring (33) and the pressing member (22).
Are engaging means (3) for regulating the relative movement between the two.
3a, 22 ₂ ) is the non-tightening of the pilot clutch (Pc).
At the time of connection, the second cam ring (33) and the pressing member (22)
Provided so as to form a predetermined play gap (α ₃ ) between them.
Coupling and wherein the that. Wherein characterized by comprising a first cam ring (27) and a second cam ring (33) the phase angle adjusting means for centering each other (22 _1, 27 _1), coupled in claim 1 apparatus.