JP4031144B2 - Coupling - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a coupling that is intermittently operated with an electromagnet.
[0002]
[Prior art]
A conventional coupling 201 is shown in FIG.
[0003]
This coupling 201 is disposed in the rear wheel side power transmission system of the four-wheel drive vehicle, and connects and disconnects the rear wheels.
[0004]
The coupling 201 is disposed on the front end side (left side in FIG. 3) of the differential carrier that accommodates the rear differential, and includes a rotating case 203, an inner shaft 205, a multi-plate main clutch 207 and a control clutch 209, a cam ring 211, a ball cam 213, It consists of a pressure plate 215, an armature 217, a ring-shaped electromagnet 219, a controller, and the like.
[0005]
The rotating case 203 includes front and rear rotors 221 and 223 and a cylindrical member 225.
[0006]
The front rotor 221 is made of an iron-based alloy because it needs strength to transmit torque, and the rear rotor 223 forms part of the magnetic circuit of the electromagnet 219. Made of magnetic alloy. The cylindrical member 225 is made of a nonmagnetic material such as aluminum in order to prevent magnetic leakage from the magnetic circuit.
[0007]
For this reason, the rotating case 203 has magnetic material rotors 221 and 223 disposed on both sides of the non-magnetic material cylindrical member 225. Therefore, it is necessary to fix or connect them.
[0008]
The front rotor 221 and the cylindrical member 225 are fixed by bolts 227, and the rear rotor 223 and the cylindrical member 225 are connected in the rotational direction by a meshing portion 229 provided therebetween.
[0009]
A connecting shaft portion 231 is formed integrally with the front rotor 221, and a companion flange is connected to the connecting shaft portion 231 by serrations. The companion flange is connected to a flange on the joint side, and the joint is connected to a propeller shaft on the rear wheel side.
[0010]
The inner shaft 205 penetrates the rotary case 203 from the rear rotor 223. A drive pinion shaft is splined to the inner shaft 205, and a drive pinion gear formed on the drive pinion shaft meshes with a ring gear on the rear differential side.
[0011]
The main clutch 207 is disposed between the rotating case 203 (cylindrical member 225) and the inner shaft 205, and the control clutch 209 is disposed between the cylindrical member 225 and the cam ring 211.
[0012]
The ball cam 213 is disposed between the cam ring 211 and the pressure plate 215, and the pressure plate 215 is coupled to the inner shaft 205 so as to be axially movable.
[0013]
The armature 217 is disposed between the control clutch 209 and the pressure plate 215.
[0014]
The electromagnet 219 is disposed outside the rotating case 203, and the controller detects turning traveling from the vehicle speed, the steering angle, the lateral G, or the like, or controls the excitation of the electromagnet 219 and the excitation current according to the road surface condition and the like. , Stop excitation, etc.
[0015]
When the electromagnet 219 is excited, the armature 217 is attracted to press the control clutch 209, and when the control clutch 209 is fastened, a torque is applied between the rotating case 203 and the inner shaft 205, and the ball cam 213 is activated. The main clutch 207 is pressed via the pressure plate 215 by the generated cam thrust force.
[0016]
When the coupling 201 is thus connected, the driving force of the engine is sent to the rear wheels, and the vehicle is in a four-wheel drive state.
[0017]
When the excitation of the electromagnet 219 is stopped, the control clutch 209 is released, the cam thrust force of the ball cam 213 disappears, the main clutch 207 is released, the coupling 201 is released, and the vehicle enters a two-wheel drive state.
[0018]
[Problems to be solved by the invention]
However, since the coupling 201 fixes the front rotor 221 and the cylindrical member 225 with bolts 227, the coupling 201 rotates by an axial dimension L corresponding to the depth of the bolt hole 233 and the thickness of the flange portion 235 of the front rotor 221. Since the case 203 is enlarged and the weight is increased, the on-vehicle performance is reduced accordingly.
[0019]
However, if the rotating case 203 is downsized in order to improve the onboard performance, the accommodation space for the main clutch 207 and the control clutch 209 is reduced, so that the torque capacity of the coupling 201 is reduced accordingly.
[0020]
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a coupling capable of obtaining a sufficient torque capacity by taking a large space for accommodating a friction clutch while reducing the size and weight and improving the on-vehicle performance.
[0021]
[Means for Solving the Problems]
The coupling according to claim 1 includes a case-like torque transmission member having a case member made of nonmagnetic material, an axial side wall member made of magnetic material, and a connecting shaft, and a case-like torque transmission member inserted into the case-like torque transmission member. A shaft-shaped torque transmission member on the side, a clutch disposed between the case member and the shaft-shaped torque transmission member, and an electromagnet for connecting and disconnecting the clutch, and the connection shaft abuts the case-shaped torque transmission member A projecting portion is provided, and the projecting portion and the case-like torque transmitting member are abutted by a nut screwed to the connecting shaft, whereby the connecting shaft and the case-like torque transmitting member are fixed, and the other side The shaft-shaped torque transmission member is supported by the connecting shaft through a bearing .
[0022]
Thus, since the convex part of a connecting shaft and a case-like torque transmission member are fixed with a nut and a bolt is not used, an increase in size and weight and a reduction in in-vehicle performance are prevented unlike a conventional example.
[0023]
Therefore, it is not necessary to reduce the size of the case-shaped torque transmission member in order to improve the onboard performance, and it is possible to avoid a reduction in the clutch housing space, so that a sufficient torque capacity can be obtained for the coupling.
[0024]
The coupling according to claim 2 is a case-like torque transmission member on one side having a case member made of nonmagnetic material, an axial side wall member made of magnetic material, and a connecting shaft, and the case-like torque transmission member. a shaft-shaped torque transmitting member side, and clutches disposed between the two torque transmitting members, and an electromagnetic stones intermittently the clutch, to the connecting shaft, the convex portion abuts a case-like torque transmitting member The connecting shaft and the case-shaped torque transmitting member are fixed by abutting the convex portion and the case-shaped torque transmitting member with a nut screwed to the connecting shaft, and the case member has one end portion The small-diameter hub portion is supported by a carrier via a bearing and is spline-connected to the connecting shaft .
[0025]
The electromagnet intermittently operates the clutch, and when the clutch is connected, the coupling is connected.
[0026]
By controlling the excitation current of the electromagnet, the clutch coupling force and the coupling transmission torque can be adjusted by slipping the clutch.
[0027]
When the excitation of the electromagnet is stopped, the clutch is released and the coupling is released.
[0028]
As in the coupling of claim 1, the coupling of claim 2 is prevented from being increased in size, weight, and in-vehicle performance by fixing the connecting shaft and the case-like torque transmission member with a nut. At the same time, the space for accommodating both clutches can be avoided and a sufficient torque capacity can be obtained.
[0029]
In addition, if this coupling is arranged in each power transmission system on the front wheel side or the rear wheel side of a four-wheel drive vehicle, it connects and disconnects each side wheel, and if each side wheel is connected, the vehicle When the vehicle is in a four-wheel drive state and is disconnected, the vehicle is in a two-wheel drive state.
[0030]
In addition, this coupling is used for front differentials (differential devices that distribute engine driving force to left and right front wheels) and rear differentials (differential devices that distribute engine driving force to left and right rear wheels) and left and right axles. It is also possible to arrange on top.
[0031]
Also in this case, when the coupling is connected, the vehicle is in a four-wheel drive state, and when the coupling is released, the transmission of the driving force to the wheel side is stopped by the differential rotation of each differential device freely. The vehicle is in a two-wheel drive state.
[0032]
A third aspect of the present invention is the coupling according to the first or second aspect, wherein the case member of the case-like torque transmitting member and the connecting shaft are fixed with a nut, The effect equivalent to 2 is obtained.
[0033]
The invention according to claim 4 is the coupling according to claim 1 or claim 2, wherein the axial side wall member and the connecting shaft of the case-like torque transmitting member are fixed with a nut, The same effect as that of claim 2 is obtained.
[0034]
A fifth aspect of the present invention is the coupling according to any one of the first to fourth aspects, wherein the joint connected to the other side is jointed with the case-shaped torque transmission member by a nut on the connecting shaft. It is characterized by being tightened, and an effect equivalent to that of any one of claims 1 to 4 is obtained.
[0035]
In addition to this, the number of parts and parts cost can be reduced by fastening the joint together with the case-like torque transmission member on the connecting shaft.
[0036]
DETAILED DESCRIPTION OF THE INVENTION
A first embodiment (coupling 1) of the present invention will be described with reference to FIG.
[0037]
This coupling 1 has the features of claims 2, 3 and 5. The right side of FIG. 1 corresponds to the front of a four-wheel drive vehicle using the coupling 1. Further, members and the like that are not given reference numerals are not shown.
[0038]
The coupling 1 is disposed in a power transmission system on the rear wheel side, and connects and disconnects the rear wheel.
[0039]
The driving force of the engine is transmitted from the transmission to the front wheel side and the rear wheel side via the transfer. The driving force transmitted to the front wheel side is transmitted to the front differential (a differential device that distributes the driving force of the engine to the left and right front wheels) and is distributed from the front differential to the left and right front wheels. Further, the driving force transmitted to the rear wheel side is transmitted to the coupling 1 through the propeller shaft.
[0040]
When the coupling 1 is connected, the vehicle is in a four-wheel drive state, and the driving force of the engine is transmitted to the rear differential (a differential device that distributes the driving force of the engine to the left and right rear wheels). Allocated to the rear wheels.
[0041]
When the coupling 1 is released, the vehicle enters a two-wheel drive state, and the rear wheel side power transmission system below the rear differential is disconnected.
[0042]
The coupling 1 is disposed on the front end side of a differential carrier 3 that accommodates a rear differential, and includes a rotating case 5 (a case-like torque transmission member on one side), an inner shaft 7 (an axial torque transmission member on the other side), a multi-plate type Main clutch 9, multi-plate control clutch 11, cam ring 13, ball cam 15 (cam), pressure plate 17, armature 19, ring-shaped electromagnet 20, connecting shaft 21, nut 23, companion flange (joint) 25, It consists of a controller.
[0043]
The rotating case 5 includes a front case member 27 and a rear rotor (axial side wall member) 28. The front case member 27 is made of a nonmagnetic material such as aluminum, and the rear rotor 28 is made of an iron-based magnetic material. The connecting shaft 21 is made of an iron-based alloy.
[0044]
A small-diameter hub portion 29 is provided at the front end portion of the case member 27, and the hub portion 29 is supported by the differential carrier 3 via a bearing 31. A seal 33 is disposed between the differential carrier 3 and the hub portion 29 to prevent oil leakage of the differential carrier 3 and entry of foreign matter.
[0045]
A rotor 28 is splined to the rear end of the case member 27 and is prevented from coming off by a retaining ring 41. A seal member 34 seals between the case member 27 and the rear rotor 28.
[0046]
The connecting shaft 21 is spline-connected to the hub portion 29 of the case member 27 of the rotating case 5, and the hub portion 29 and the connecting shaft 21 are sealed by a seal member 30. The connecting shaft 21 is integrally provided with a convex portion 35 that abuts against the hub portion 29. The companion flange 25 is spline-connected to the front end portion of the connecting shaft 21 protruding outward (frontward) from the hub portion 29 of the case member 27. The hub portion 29 and the companion flange 25 of the rotating case 5 are sandwiched between the convex portion 35 of the connecting shaft 21 and the nut 23 at the front end on the connecting shaft 21 together with the washer 37, and are fastened together by the nut 23. . The rear end portion of the connecting shaft 21 supports the inner shaft 7 via a needle bearing 39 described later.
[0047]
The driving force of the engine is input to the rotating case 5 (the front case member 27) via the rear wheel side propeller shaft, the companion flange 25, and the connecting shaft 21.
[0048]
The inner shaft 7 is disposed at the axial center of the rotary case 5, the front end is supported by the connecting shaft 21 (case member 27) via the needle bearing 39 as described above, and the rear end is needle bearing 43. Are supported by the rotor 28 on the rear side. An oil reservoir 7a is provided in the axial center portion of the front half of the inner shaft 7, and oil passages 7b are provided radially in the oil reservoir 7a.
[0049]
A drive pinion shaft is splined to the inner shaft 7, and a drive pinion gear formed on the drive pinion shaft meshes with a ring gear on the rear differential side. A seal member 44 seals between the inner shaft 7 and the rotor 28.
[0050]
The main clutch 9 is disposed between the inner periphery of the rotating case 5 (case member 27) and the outer periphery of the inner shaft 7. The control clutch 11 is disposed between the inner periphery of the case member 27 and the outer periphery of the cam ring 13, and is pressed against the wall portion of the rear rotor 28 by the armature 19 and fastened as described below.
[0051]
The ball cam 15 is disposed between the cam ring 13 and the pressure plate 17. A thrust bearing that receives the cam reaction force of the ball cam 15 is disposed between the cam ring 13 and the rear rotor 28. The pressure plate 17 is connected to the outer periphery of the inner shaft 7 so as to be axially movable, and is connected to the inner shaft 7 in the rotational direction.
[0052]
The armature 19 is disposed between the control clutch 11 and the pressure plate 17 so as to be movable in the axial direction. Further, a plate 45 is disposed between the wall portion 40 of the case member 27 and the main clutch 9, and receives the cam thrust force of the ball cam 15 and is replaced with one having a different thickness so that the main clutch 9 is replaced. The clutch plate can be adjusted to an optimum clearance.
[0053]
The electromagnet 20 is fixed to the differential carrier 3, supports the rear rotor 28 (rotating case 5) via a seal bearing 49, and forms an appropriate air gap 22 with the rear rotor 28. A magnetic circuit is constituted by the core 47, the rear rotor 28, the control clutch 11, and the armature 19 of the electromagnet 20. When the electromagnet 20 is excited, a magnetic loop passing through these is generated.
[0054]
Thus, the sliding portions such as the main clutch 9, the control clutch 11 and the ball cam 15 are lubricated and cooled by the lubricating oil in the coupling 1 sealed by the seal members 30, 34 and 44.
[0055]
The controller detects turning from the vehicle speed, the steering angle, the lateral G, or the like, or performs excitation of the electromagnet 20, control of excitation current, excitation stop, and the like according to the road surface condition.
[0056]
When the electromagnet 20 is excited, the armature 19 is attracted, and the control clutch 11 is pressed and fastened with the rear rotor 28. When the control clutch 11 is engaged, a torque is applied between the rotating case 5 and the inner shaft 7 to operate the ball cam 15, and the main clutch 9 is pressed and engaged via the pressure plate 17 by the generated cam thrust force.
[0057]
When the coupling 1 is connected in this way, the driving force of the engine is sent to the rear wheels, the vehicle is in a four-wheel drive state, and the running performance on rough roads and the stability of the vehicle body are improved.
[0058]
When the excitation current of the electromagnet 20 is controlled, the cam thrust force of the ball cam 15 changes due to the slip of the control clutch 11, and the coupling force of the main clutch 9 changes to adjust the driving force sent to the rear wheels.
[0059]
When the driving force distribution ratio between the front and rear wheels is controlled in this way, for example, the maneuverability and stability of the vehicle while turning is improved.
[0060]
When the excitation of the electromagnet 20 is stopped, the control clutch 11 is released, the cam thrust force of the ball cam 15 disappears, the main clutch 9 is released, the coupling 1 is released, and the vehicle enters a two-wheel drive state.
[0061]
Between the hub portion 29 and the connecting shaft 21, oil leakage and foreign matter intrusion are prevented at the front portion of the rotating case 5 by the sealing effect of the sealing member 30.
[0062]
Further, the seal member 34 between the case member 27 and the rear rotor and the seal member 44 between the inner shaft 7 and the rear rotor prevent oil leakage and entry of foreign matter at the rear part of the rotating case 5. Yes.
[0063]
Thus, the rotating case 5 is sealed, and the main clutch 9, the control clutch 11, the ball cam 15, each bearing, and the like are lubricated by the oil sealed inside.
[0064]
Thus, the coupling 1 is configured.
[0065]
As described above, in the coupling 1, the projecting portion 35 of the connecting shaft 21 and the case member 27 (the rotating case 5) are fastened together with the nut 23 with the companion flange 25 interposed therebetween, and these are fixed.
[0066]
Thus, unlike the conventional example, the coupling 1 uses the needle bearing 39 to support the inner shaft 7 and does not use a configuration in which the connecting shaft 21 is splined to the rotating case 5 and fixed by bolts. The increase in weight, the weight reduction, and the reduction in vehicle mounting are prevented.
[0067]
Therefore, it is not necessary to reduce the size of the rotating case 5 in order to improve the onboard performance, and the space for disposing the main clutch 9 and the control clutch 11 can be sufficiently widened. Therefore, the coupling 1 has a sufficiently large torque capacity. can get.
[0068]
Further, since the companion flange 25 is fastened together with the rotary case 5 by the nut 23, the number of parts and the part cost are reduced accordingly.
[0069]
Next, a second embodiment (coupling 61) of the present invention will be described with reference to FIG.
[0070]
This coupling 61 has the features of claims 2, 4, and 5. The left side of FIG. 2 corresponds to the front of a four-wheel drive vehicle using the coupling 61, and members and the like that are not given reference numerals are not shown.
[0071]
The coupling 61 is disposed in the power transmission system on the rear wheel side, and connects and disconnects the rear wheel. Hereinafter, members having the same configuration as the coupling 1 of the first embodiment are denoted by the same reference numerals, and redundant description is omitted.
[0072]
The coupling 61 is housed in a protective case 63 that is fixed to the vehicle body, and includes a rotating case 65 (a case-like torque transmission member on one side), an inner shaft 7 (an axial torque transmission member on the other side), Plate-type main clutch 9 and control clutch 11 (details of the structure are not shown), cam ring 13, ball cam 15, pressure plate 17, armature 19, ring-shaped electromagnet 67, connecting shaft 69, nut 23, companion flange 25 (joint) ), And the controller.
[0073]
The protective case 63 is formed in a cylindrical shape and is fixed to the vehicle body side (not shown). A flange portion 71 a formed on the core 71 portion of the electromagnet 67 is fixed to the left end opening by a bolt 73. A rotating case 65 (described later) of the coupling 61 is supported via front and rear seal bearings 75 and 77. A seal member 79 is provided outside the rear seal bearing 77. A space between the protective case 63 and the coupling 61 is sealed by the seal member 79 and the seal bearing 75.
[0074]
The rotating case 65 is formed by joining a front rotor 81 (axial side wall member) and a rear case member 83. The rotor 81 is made of an iron-based magnetic material, and the case member 83 is made of a nonmagnetic material such as aluminum. The connecting shaft 69 is made of an iron-based alloy. The lead wire 85 of the electromagnet 67 is directly drawn out from the core 71.
[0075]
The connecting shaft 69 is spline-connected to the hub portion 87 of the rotor 81, and the space between the hub portion 87 and the connecting shaft 69 is sealed by the seal member 30. The companion flange 25 is spline-connected to the front half of the connecting shaft 69 protruding to the outside (front) of the hub portion 87. Further, the connecting shaft 69 is provided with a convex portion 89 that abuts against the hub portion 87, and the companion flange 25 is sandwiched between the convex portion 89 and the nut 23 together with the hub portion 87 and the washer 37 of the rotor 81. It is tightened together.
[0076]
In this way, the connecting shaft 69 and the rotor 81 (rotating case 65) are fixed, and the driving force of the engine is input to the coupling 61 via the companion flange 25.
[0077]
The inner shaft 7 is disposed at the axial center portion of the rotating case 65, and the front end portion thereof is supported by the rear end portion of the connecting shaft 69 via the needle bearing 39. The rear end portion of the inner shaft 7 is supported by the case member 83 (rotary case 65) via the needle bearing 43 and connected to the rear differential side via the output shaft 93.
[0078]
The main clutch 9, the control clutch 11, the cam ring 13, the ball cam 15, the pressure plate 17, and the armature 19 are disposed between the rotating case 65 and the inner shaft 7.
[0079]
A magnetic circuit is constituted by the core 71, the rotor 81, the control clutch 11, and the armature 19 of the electromagnet 67. When the electromagnet 67 is excited, a magnetic loop passing through these is generated. An air gap 90 is provided between the core 71 and the rotor 81.
[0080]
Further, a stainless steel ring 91 is disposed on the wall 81 a of the rotor 81, and a notch is provided in the clutch plate of the control clutch 11. These rings 91 and notches prevent the magnetic loop from being short-circuited on the magnetic circuit, and the magnetic force of the electromagnet 67 is effectively guided to the armature 19.
[0081]
The inside of the rotating case 65 is sealed by a seal bearing 75 and a seal member 44, and the main clutch 9, the control clutch 11, the ball cam 15, each bearing, and the like are lubricated by the oil enclosed therein.
[0082]
Thus, the coupling 61 is configured.
[0083]
As described above, the coupling 61 uses the nut 23 to connect the connecting shaft 69 and the rotor 81 (rotating case 65), and does not use bolts. Decrease is prevented.
[0084]
Accordingly, it is not necessary to reduce the size of the rotating case 65 in order to improve the on-vehicle performance, and the space for disposing the main clutch 9 and the control clutch 11 can be sufficiently widened. Therefore, the coupling 61 has a sufficiently large torque capacity. Is obtained.
[0085]
Further, since the nut 23 for attaching the companion flange 25 is used for fastening the connecting shaft 69 and the rotating case 65 together, the number of parts and the part cost are reduced accordingly.
[0086]
The invention of claim 1 does not amplify the pressing force of the clutch by the cam as in the couplings 1 and 61 of each embodiment (invention of claim 2), but is pressed by the armature moved and operated by the electromagnet. This is a coupling that interrupts the connection of the torque transmission member with the clutch to be engaged, and the effect equivalent to that of the configuration of claim 2 is obtained by fastening the connection shaft and the case-like torque transmission member together with a nut.
[0087]
In the present invention, the clutch is not limited to a multi-plate clutch, and may be a cone clutch, for example.
[0088]
【The invention's effect】
In the coupling according to the first aspect, since the connecting shaft and the case-like torque transmission member are fastened together with a nut, an increase in size, an increase in weight, a reduction in vehicle mounting, and the like are prevented.
[0089]
Further, since it is possible to avoid a reduction in the clutch storage space, a sufficient torque capacity can be obtained.
[0090]
The coupling according to the second aspect obtains the same effect as that of the first aspect.
[0091]
The coupling according to the third aspect obtains the same effect as that of the first or second aspect.
[0092]
The coupling according to the fourth aspect obtains the same effect as that of the first or second aspect.
[0093]
The coupling according to claim 5 obtains the same effect as any one of claims 1 to 4, and a joint connecting nut connected to the mating side is fastened together with the coupling shaft and the case-like torque transmission member. Utilized, the number of parts and parts cost were reduced.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing a coupling according to a first embodiment.
FIG. 2 is a cross-sectional view showing a coupling according to a second embodiment.
FIG. 3 is a cross-sectional view of a conventional example.
[Explanation of symbols]
1,61 Coupling 5,65 Rotating case (Case-like torque transmission member on one side)
7 Inner shaft (axial torque transmission member on the other side)
9 Main clutch 11 Control clutch 15 Ball cam (cam)
19 Armature 20, 67 Electromagnet 21, 69 Connecting shaft 23 Nut 25 Companion flange (joint)
27, 83 Case members 28, 81 Rotor (axial wall member)
35,89 Convex part provided on connecting shaft

Claims (5)

A case-like torque transmission member on one side having a case member made of a non-magnetic material, an axial side wall member made of magnetic material, and a connecting shaft, and an axial torque transmission member on the other side penetrating into the case-like torque transmission member; A clutch disposed between the case member and the shaft-shaped torque transmission member, and an electromagnet for connecting and disconnecting the clutch,
The connecting shaft is provided with a convex portion that abuts the case-shaped torque transmission member, and the convex portion and the case-shaped torque transmission member are abutted by a nut screwed to the connecting shaft, whereby the connecting shaft and the case-shaped torque are abutted. A transmission member is fixed, and the other-side shaft torque transmission member is supported by the connecting shaft via a bearing . A case-like torque transmission member on one side having a case member made of a non-magnetic material, an axial side wall member made of magnetic material, and a connecting shaft, and an axial torque transmission member on the other side penetrating into the case-like torque transmission member; includes a clutches disposed between the two torque transmitting members, and electromagnets intermittently the clutch,
The connecting shaft is provided with a convex portion that abuts the case-shaped torque transmission member, and the convex portion and the case-shaped torque transmission member are abutted by a nut screwed to the connecting shaft, whereby the connecting shaft and the case-shaped torque are abutted. A transmission member is fixed, and the case member has a small-diameter hub portion at one end, and the small-diameter hub portion is supported by a carrier through a bearing and is spline-connected to the connecting shaft. Coupling. The invention according to claim 1 or claim 2,
A coupling comprising a case member and a connecting shaft of a case-like torque transmission member fixed with a nut. The invention according to claim 1 or claim 2,
A coupling characterized in that an axial side wall member and a connecting shaft of a case-like torque transmission member are fixed with a nut. The invention according to any one of claims 1 to 4,
A coupling characterized in that a joint connected to the other side is fastened together with a case-like torque transmission member by a nut on a connecting shaft.

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