JP2975134B2 - Rotation transmission 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 rotation transmitting device, and is used, for example, for switching between transmission and interruption of driving torque between a driving shaft and wheels of an automobile.

[0002]

2. Description of the Related Art In a motor vehicle, the turning radius of the front wheel is larger than the turning radius of the rear wheel during turning of a corner. A phenomenon occurs as if you slip and brake.

Due to such a braking phenomenon, in a conventional four-wheel drive vehicle, the driver disconnects the connection between the front and rear wheels at a tight corner or in a city area, and performs two-wheel drive and four-wheel drive in accordance with the running state. It is necessary to use different driving, and there is a problem that the switching operation is troublesome.

On the other hand, as shown in FIG. 7, a rotation transmission device A comprising a viscous coupling is provided between a drive shaft C branched from a transfer B of an engine and a front differential E provided on front wheels D. Intervening,
There is known a viscous coupling which realizes full-time four-wheel drive by absorbing a rotational difference between front and rear wheels by resistance inside a high-viscosity fluid in a viscous coupling.

However, a viscous coupling that transmits rotational torque by the resistance of a highly viscous fluid has a low torque transmission efficiency due to a loss at the time of resistance generation, and a small rotational difference has a small shear resistance, so that the weight of an automobile is reduced. On the other hand, there is a disadvantage that a sufficiently large torque cannot be transmitted.

Further, in order to increase the transmission torque, it is necessary to increase the area and the number of disks for shearing a highly viscous fluid. Therefore, the shape becomes large and the drive system cannot be made compact. Since the shear resistance of the viscous fluid increases at low rotation, drag torque is generated at low speed turning, and there is a disadvantage that the braking phenomenon at tight corners is not completely eliminated.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and an object thereof is to achieve efficient torque transmission by mechanically switching between transmission and interruption of drive torque. An object of the present invention is to provide a rotation transmission device that enables full-full-time four-wheel drive in an application to an automobile by absorbing a rotation difference in only one direction and transmitting the force in the opposite direction.

[0008]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention according to claim 1 is an F-type vehicle in which a rear wheel is a driving wheel.
Front propeller shuff for R-based four-wheel drive vehicles
Rotation transmission device mounted on the
Inside the outer ring connected to the output side of the
A retainer rotatably supporting an input shaft that connects an input side of a propeller shaft, forming an engaging surface of an engaging element on an opposing surface of the outer ring and the input shaft, and rotatably provided between the two engaging surfaces. In the pocket, an engaging element that engages with the two engaging surfaces by the relative rotation of the input shaft and the retainer in the forward and reverse directions, and an elastic member that presses and retains the engaging element at a position where the engaging element does not engage, are incorporated. The input shaft and the input shaft are connected so that the rotational force can be transmitted by a control shaft that is rotatably arranged coaxially with the input shaft, and a rotational direction gap is provided at a connection portion between the input shaft and the control shaft, and the input shaft or A configuration in which friction generating means for generating a frictional force by sliding contact with one of the input shaft or the control shaft is provided between one of the control shafts and the fixed portion is adopted.

[0009]

In the above structure, when the friction generating means is connected to the control shaft and the input shaft is rotated, the rotation of the control shaft, which is decelerated by the friction generating means, is reduced by the clearance in the rotational direction of the connecting portion with respect to the input shaft. After a delay, the cage connected to the control shaft rotates relative to the input shaft. By the movement of the retainer, the engagement element is moved to the engagement operation position where the engagement element comes into contact with the engagement surface.

In this state, if a rotation difference occurs such that the rotation of the input shaft becomes faster than that of the outer ring, the engagement element immediately engages with the engagement surface and rotates the outer ring integrally with the input shaft.

Conversely, if the rotation of the outer ring becomes faster than the rotation of the input shaft, the outer ring overruns with respect to the engaging element, so that the engaging element does not engage and the outer ring and the input shaft rotate in a disconnected state. I do. Therefore, the driving force is transmitted only in the direction from the input shaft to the outer wheel, and the rotation from the outer wheel to the input shaft is blocked.

[0012] By connecting the friction generating means to the input shaft,
Even if a speed difference is generated between the input shaft and the control shaft, the same effect as described above can be obtained.

[0013]

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

FIGS. 1 to 3 show a first embodiment. As shown in the figure, one end of an input shaft 2 is inserted into an outer race 1, and the input shaft 2 is rotatably supported by two bearings 3, 3 incorporated between the two.

A sleeve 4 is press-fitted on the inner peripheral surface of the outer race 1, and a cylindrical engaging surface 5 is formed on the inner diameter surface of the sleeve 4. Further, a portion of the input shaft 2 facing the sleeve 4 is a square shaft portion 7, and a plurality of engaging surfaces which are wedge-shaped cam surfaces with respect to the engaging surface 5 on the outer periphery of the square shaft portion 7. 6
Are formed.

An annular retainer 8 is rotatably incorporated between the engagement surfaces 5 and 6, and has a pocket 9 formed in the retainer 8 so as to face each engagement surface 6. A pair of rollers 10 and 11 as an engagement element, and an elastic member 12 that presses the rollers 10 and 11 against circumferentially opposed side surfaces of the pocket 9.
And is incorporated. Clearances are provided between the rollers 10 and 11 and the engagement surfaces 5 and 6 in a normal assembly state. When the retainer 8 and the input shaft 2 rotate relative to each other in both forward and reverse directions, both rollers 10 and 11 are rotated. , 11 are pushed on the sides of the pocket 9 so that one of the rollers engages the two engaging surfaces 5, 6 alternately.

On the other hand, inside the input shaft 2, a control shaft 13 arranged on the center line of the input shaft is provided with a bearing 14 and a guide hole 1.
5 rotatably supported by the control shaft 13
The connecting pin 1 having one end inserted into the pin hole 16 of the input shaft 2
The retainer 8 is integrally connected via a switch 7.

A connecting pin 19 penetrating through the other end of the control shaft 13 through a pin hole 18 at the tip end of the input shaft 2 penetrates.
The friction generating means 20 is connected to the tip of the connecting pin 19.

The friction generating means 20 includes a ring-shaped rotator 21 fixed to the end of the connecting pin 19, a friction member 22 which comes into sliding contact with the peripheral surface of the rotator 21, and a friction member 22 which is connected to the outside. The rotating body 21 includes fixing arms 23 and 23 supported by a fixing member (not shown). The frictional force generated by sliding contact between the rotating body 21 and the friction member 22 causes the rotating body 21 to rotate.
Slow down the movement.

Further, between the connecting pin 19 connected to the rotating body 21 and the pin hole 18, there is provided a gap 24 in the rotating direction which is longer than the distance at which the rollers 10, 11 contact the engaging surfaces 5, 6 from the neutral position. Is provided, and this rotational direction gap 24 is provided.
Is set smaller than the circumferential gap 25 between the other connecting pin 17 and the pin hole 16.

In the rotation transmission device of the embodiment having the above-described structure, when the input shaft 2 rotates in one direction, the rotation of the control shaft 13 which is decelerated by the friction generating means 20 is delayed, and the cage 8 is rotated in the rotational direction. It rotates relative to the input shaft 2 by 24. The movement of the retainer causes the rollers 10, 1
1 is pushed in a direction opposite to the rotation direction of the input shaft 2 and comes into contact with the engagement surfaces 5 and 6 to be in an engagement operation state.

In this state, if a rotation difference occurs between the input shaft 2 and the outer race 1 such that the input shaft becomes faster, the roller at the engagement operating position immediately engages with the engagement surfaces 5 and 6. Together
The outer ring is rotated integrally with the input shaft.

Conversely, when the outer race 1 rotates faster than the input shaft 2, the outer race 1 overruns the rollers 10 and 11, so that the rollers do not engage between the engagement surfaces 5 and 6, and the outer race does not engage with the input shaft 2. And keep turning around.

As described above, the driving force is transmitted in the direction of the input shaft 2.
From the outer ring 1 to the input shaft 2, the rotational torque from the outer ring 1 to the input shaft 2 is cut off, and the rotational difference between the two in that direction is effectively absorbed.

On the other hand, when the input shaft 2 rotates in the reverse direction, the retainer 8 relatively moves in the reverse direction, and the roller moves to the engagement operation position. That is, since the engagement positions of the rollers 10 and 11 change depending on the rotation direction of the input shaft 2, the transmission and cutoff of the driving force can be performed in exactly the opposite directions.

In order to mount the rotation transmitting device A of the above-described embodiment on a four-wheel drive vehicle in which the rear wheels F serve as driving wheels as shown in FIG. And the outer ring 1 is connected to an axis of the front wheel axle D that faces the front differential E.

In the above structure, when the vehicle is traveling straight, the rear wheels F are driven by two wheels, and the front wheels G rotate together with the rear wheels, so that there is no difference in rotation between the input shaft 2 and the outer wheels 1. , The rollers 10 and 11 are not engaged, and the input shaft and the outer ring are separated and rotate.

If the rear wheel slips and the vehicle speed drops, the rotation of the drive shaft C exceeds that of the decelerating front wheel.
The rotation of the input shaft 2 becomes faster than that of the outer ring 1. For this reason, in the rotation transmission device A, the rollers 10 and 11
And the torque of the drive shaft C is transmitted to the front wheel axle D,
Switch to wheel drive state.

On the other hand, when the vehicle is switched to the four-wheel drive state during the turning of the tight corner, the outer wheel 1 tries to rotate faster than the input shaft 2 due to the movement of the front wheel that tries to rotate faster than the rear wheel. Since the outer race 1 runs over, the rollers 10 and 11 do not engage with the engagement surfaces 5 and 6. For this reason, the movement of the front wheels is not restricted by the movement of the rear wheels, and the braking phenomenon does not occur.

As described above, when the rear wheel, which is the driving wheel during running, slips, the mode is automatically switched to four-wheel drive. When the rotation of the front wheel becomes faster than that of the rear wheel during turning at a tight corner, overrunning of the outer wheel occurs. Since the rotation difference between the front and rear wheels is absorbed, smooth and stable traveling can be performed.

FIGS. 4 to 6 show a second embodiment. In this example, cylindrical engagement surfaces 33 and 34 are formed on the inner diameter surface of the outer ring 31 and the outer diameter surface of the input shaft 32, respectively. A control retainer 35 and a small-diameter fixed retainer 36 pinned to the input shaft 32 are incorporated.

In a plurality of pockets 37, 38 formed opposite to the peripheral surfaces of the retainers 35, 36, sprags 39 which engage between the engaging surfaces 33, 34 at both left and right inclinations.
The sprag 39 is held in a neutral state by pressing both side surfaces of the sprag 39 with elastic members 40, 40 attached to the control retainer 35.

Further, at the center of the input shaft 32, a bearing 41,
A control shaft 42 is rotatably supported by 41, a control retainer 35 is connected to a connection pin 43 mounted at the center of the control shaft 42, and a connection pin 44 mounted at the tip of the control shaft 42 is The rotating body 46 of the friction generating means 45 is integrally mounted.

The friction generating means 45 includes friction members 47, 47 for sandwiching the end face of the rotating body 46 from both sides, a fixing arm 48 for supporting the friction members on external fixing members, and friction members 47, 47. The friction member 47 includes a pressing member 49 for pressing the rotating member 46 toward the rotating member 46.
The movement of the rotating body 46 is reduced by the frictional resistance caused by the sliding contact of the rotor 6. In this case, the friction member 47 includes
It is desirable to use a material having a high wear resistance and a small wear coefficient that can be used even without lubrication so that a stable braking force can be continuously applied to the rotating body 46 that rotates at a high speed.

An input flange member 51 serving as an input end of a driving force is integrally connected to a distal end portion of the input shaft 32 via a spline 50 which is press-fitted. A circumferential gap 53 formed between the pin 52 and the connecting pin 44 is formed to be larger than a rotational gap 55 generated between the pin hole 54 of the input shaft 32 and the connecting pin 44.

In the rotation transmission device having the above structure, when the input shaft 32 rotates, the rotation of the control retainer 35 is delayed by the braking action of the friction generating means 45, and the relative rotation of the two retainers 35 and 36. As a result, the sprags 39 are inclined to be in the engagement operation state.

In this case, since the control retainer 35 whose rotation is delayed from that of the input shaft 32 is fitted on the large diameter side of the sprag 39, as shown in FIG. (In the direction of the arrow), and when the rotation of the input shaft 32 becomes faster, the sprags 39 immediately bite into the engagement surfaces 33 and 34 without slipping, and the driving force is reliably transmitted to the outer ring 31. To communicate.

[0038]

As described above, the rotation transmission device of the present invention mechanically switches the transmission of the drive torque by engaging the engagement element between the input shaft and the outer ring, so that efficient torque transmission can be performed. This allows accurate torque transmission between the input side and the output side.

In addition, a rotational speed difference is generated between the input shaft and the control shaft, and the engaging element is always kept in the engagement operating state. Therefore, if a slight rotational difference occurs between the input side and the output side, the engagement is immediately performed. Since the engaging elements are engaged and a large relative slip is not required unlike a viscous coupling utilizing a high-viscosity fluid, rotation can be switched with good response.

Further, when the rotation on the output side exceeds the rotation on the input side, the transmission of the rotation can be cut off by overrunning of the outer ring, and the transmission direction of the driving torque can be controlled in only one direction. .

Therefore, when the rotation transmitting device of the present invention is used in a drive unit of an automobile, even when turning around a tight corner in a state where four wheels are directly connected, a braking phenomenon does not occur, and two-wheel drive and four-wheel drive are automatically performed. It is possible to realize full-time, direct-coupled four-wheel drive.

[Brief description of the drawings]

FIG. 1 is a partially longitudinal front view of a first embodiment.

FIG. 2 is a sectional view taken along the line II-II in FIG.

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

FIG. 4 is a partially longitudinal front view of the second embodiment.

FIG. 5 is a sectional view taken along line VV in FIG. 4;

FIG. 6 is an enlarged view of a main part of FIG. 5;

FIG. 7 is a diagram showing an example of mounting a rotation transmission device on an automobile.

[Explanation of symbols]

 1, 31 Outer ring 2, 32 Input shaft 5, 6, 33, 34 Engaging surface 8 Cage 9, 37, 38 Pocket 10, 11 Roller 12, 40 Elastic member 13, 42 Control shaft 20, 45 Friction generating means 24, 55 Clearance in rotation direction 35 Control retainer 36 Fixed retainer 39 Sprag A Rotation transmission device

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-60-241532 (JP, A) JP-A-1-199026 (JP, A) JP-A-61-74922 (JP, A) JP-B-43 11603 (JP, B1) Japanese Patent Publication No. 34-2111 (JP, B1) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16D 45/00 B60K 17/348 F16H 48/12 F16D 41/07

Claims (1)

(57) [Claims] 1. FR-based four wheels in which rear wheels are drive wheels
Mounted on the front propeller shaft of a driving car
A rotation transmission device that has a front propeller shaft
Inside the outer ring connected to the side, the front propeller shaft
The input shaft connecting the input side of the retainer is rotatably supported, the engaging surface of the engaging element is formed on the outer ring and the opposing surface of the input shaft, and the retainer pocket is rotatably provided between the both engaging surfaces. Incorporating an engagement member that engages with the engagement surfaces by the relative rotation of the input shaft and the retainer in the forward and reverse directions, and an elastic member that presses and retains the engagement member at a position where it is not engaged, The retainer and the input shaft are connected so that rotational force can be transmitted by a control shaft that is rotatably arranged coaxially with the input shaft, and a rotational direction gap is provided at a connection portion between the input shaft and the control shaft, and A rotation transmitting device including a friction generating means for generating a frictional force between one of a shaft and a control shaft and a fixed portion by sliding contact with one of the input shaft and the control shaft.