JP2975135B2 - 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. 5, 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 a rotational torque by the resistance of a highly viscous fluid has a low torque transmission efficiency due to a loss when the resistance is generated, and a small rotational difference has a small shear resistance. 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. The pocket is provided with 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 retains the engagement member at a position where the engagement member is not engaged. 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 the input shaft or the control shaft is controlled. A configuration in which a deceleration force applying means for applying a deceleration force to one of the input shaft or the control shaft by non-contact magnetism is provided between one of the shafts and the fixed portion is adopted.

[0009]

In the above structure, when the deceleration force applying means is connected to the control shaft and the input shaft is rotated, the rotation of the control shaft, which is decelerated by the deceleration force applying means, is rotated in the rotational direction of the connecting portion with respect to the input shaft. With a delay corresponding to the clearance, 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] The same effect as described above can be obtained even if a speed difference is generated between the input shaft and the control shaft by connecting the deceleration force applying means to the input shaft.

[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 drawing, one end of an input shaft 2 is inserted into the outer race 1, and the input shaft 2 is rotatably supported by two bearings 3, 3 incorporated between the two.

On the inner diameter surface of the outer race 1 and the outer diameter surface of the input shaft 2 opposed thereto, cylindrical engagement surfaces 4 and 5 are formed, respectively. A possible large-diameter control retainer 6 and a small-diameter fixed retainer 7 pinned to the input shaft 2 are incorporated.

A plurality of pockets 8 are formed on the peripheral surfaces of the retainers 6 and 7 so as to face each other. In each of the pockets 8 and 8, a sprag 9 as an engaging element and an elastic member 1 are provided.
0 is incorporated. The sprag 9 has an arcuate surface 11 whose outer and inner diameter sides have a center of curvature on the center line of the sprag.
When it is inclined by a predetermined angle in both the left and right directions, the outer ring 1 and the input shaft 2 are integrated by engaging between the engagement surfaces 4 and 5. Each sprag 9 is pressed on both sides by an elastic member 10 supported by the normal-time control retainer 6, and is held in a neutral state in which the arc-shaped surface 11 is not engaged with the engaging surfaces 4 and 5. .

On the other hand, inside the input shaft 2, a control shaft 12 disposed on the center axis of the input shaft is rotatably supported via a pair of bearings 13, 13. The control retainer 6 is integrally fixed to the center of the control shaft 12 by a connecting pin 15 inserted into the pin hole 14 of the input shaft 2 with a circumferential clearance.

The input shaft 2 is connected to the tip of the control shaft 12.
A connection pin 17 inserted with a clearance 18 in the rotational direction is fixed in a pin hole 16 on the distal end side of the connection pin 1.
7, the deceleration force applying means 19 is connected to the tip of the.

The deceleration force applying means 19 includes a connecting pin 17
A rotating body 20 made of a conductive material such as an aluminum alloy and fixed to the
A permanent magnet 21 having a V-shape, and a fixing arm 22 for supporting the permanent magnet 21 on an external fixing member. The magnetic flux formed between the magnetic poles penetrates the rotating body 19 in the axial direction.

In the above structure, when the rotating body 20 rotates and crosses the magnetic flux of the permanent magnet 21, the rotating body 2 made of a conductive material
An eddy current is generated on the surface of No. 0, and a force acts to decelerate the rotation of the rotating body 20. As a result, a brake is applied to the control shaft 12 via the connecting pin 17, causing a rotation delay with respect to the input shaft 12. In this case, deceleration of the rotating body 20 is performed in a non-contact manner, so that appropriate deceleration can be performed even when the rotating body rotates at a high speed, and the rotating body 19 does not wear, so that a stable durability life is obtained. can get.

An input flange member 26 having a mounting hole 25 for the drive shaft is integrally fixed to the tip of the input shaft 2 via a spline 24 which is press-fitted. A circumferential gap 28 formed between the pin hole 27 and the connecting pin 17 provided in the flange member 26 is set to be larger than the above-described rotational direction gap 18 between the pin hole 16 of the input shaft 2 and the connecting pin 17. The clearance 18 in the rotational direction is set to be larger than the distance from when the sprag 9 is in contact with the engagement surfaces 4 and 5 via the elastic member 10 from the neutral position.

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 12 decelerated by the deceleration force applying means 19 is delayed, and the control holder 6 It rotates relative to the input shaft 2 and the fixed holder 7 by the clearance 18 in the rotation direction. Due to the relative movement of the two retainers 6, 7, the sprag 9 is tilted in the opposite direction to the rotation direction (arrow) of the input shaft 2 as shown in FIG. It becomes a joint operation state.

In this case, since the elastic member 10 attached to the control retainer 6 holds the sprag 9 in a pressed state,
Before the connecting pin 17 and the pin hole 16 come into contact with each other,
Can be put on standby in the engaged 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 sprags 9 in the engaged state are immediately engaged with the engagement surfaces 4 and 5. Then, the outer ring 1 and the input shaft 2 are integrally rotated.

Conversely, when the outer race 1 rotates faster than the input shaft 2, the outer race 1 overruns, and the sprag 9 is contacted by the outer race in a direction of disengaging. For this reason, the sprag 9 and the engagement surfaces 4 and 5 do not engage, and the outer race 1 and the input shaft 2 continue to rotate in a disconnected state.

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 toward is cut off.

On the other hand, when the input shaft 2 rotates in the opposite direction from the above state, the retainer 6 relatively rotates in the opposite direction to the input shaft, and the sprag 9 is inclined to enter the engaged operation state. In other words, the inclination of the sprag 9 changes depending on the rotation direction of the input shaft 2 and the sprag 9 waits in the engagement operation state, so that the transmission and interruption of the rotation torque can be performed in the same direction in both the forward and reverse 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 going straight ahead, the front wheel G rotates together with the rear wheel by two-wheel drive with the rear wheel F.
Since there is no rotation difference between the input shaft 2 and the outer ring 1, the sprag 9 does not engage with the engagement surfaces 4, 5, and the input shaft and the outer ring are separated and rotate.

Now, when 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 sprag 9 is engaged with the engagement surfaces 4 and 5, the torque of the drive shaft C is transmitted to the front wheel axle D, and the state is switched to the four-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 sprags 9 do not engage with the engagement surfaces 4 and 5. 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, in the above-described structure, when the rear wheel, which is the driving wheel during traveling, slips, the mode is automatically switched to the four-wheel drive. If the rotation of the front wheel becomes faster than that of the rear wheel during turning at a tight corner, for example, Since the rotation difference between the front and rear wheels is absorbed by overrunning of the outer wheel, smooth and stable running can be performed.

FIG. 4 shows a second embodiment. In this embodiment, a deceleration force applying means 31 is composed of a rotating body 32 and a high-pressure fluid blowing nozzle provided opposite to both sides of the rotating body 32. 33 and a reaction force in a direction different from the rotation direction is given to the rotating body 32 by the pressure of the blown fluid,
The rotating body 32 is decelerated without contact.

Since the other structure is the same as that of the first embodiment, the same components are denoted by the same reference numerals and the description thereof will be omitted.

[0035]

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 member is always kept in the engagement operating state. Therefore, if a slight rotational difference occurs between the input side and the output side, it is immediately engaged. 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 interrupted 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 longitudinal sectional front view of a first embodiment.

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

FIG. 3 is an enlarged sectional view of a main part of FIG. 2;

FIG. 4 is a longitudinal sectional front view of a second embodiment.

FIG. 5 is a diagram illustrating an example of mounting a rotation transmission device on a vehicle.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 outer ring 2 input shaft 4, 5 engagement surface 6, 7 retainer 8 pocket 9 sprag 10 elastic member 12 control shaft 18 rotational direction gap 19, 31 deceleration force applying means 20, 32 rotating body 21 permanent magnet 33 blowing nozzle 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 (2)

(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. An engagement member that engages with the two engagement surfaces by the relative rotation of the input shaft and the retainer in the forward and reverse directions, and an elastic member that retains the engagement member at a non-engagement position are incorporated. Axis and
A control shaft, which is rotatably arranged coaxially with the input shaft, is connected so as to be able to transmit a rotational force, a rotational direction clearance is provided at a connection portion between the input shaft and the control shaft, and one of the input shaft or the control shaft and a fixed portion. Between the input shaft and the control shaft. 2. The rotating device according to claim 1, wherein the deceleration force applying means comprises a rotating body made of a conductive material fixed to the control shaft or the input shaft, and magnets having both magnetic poles sandwiching both end surfaces of the rotating body. Transmission device.