JP7366617B2 - Hub clutch device and its manufacturing method - Google Patents

Description

The present invention relates to a hub clutch device that connects and disconnects a driven wheel and a driven axle in conjunction with switching between a four-wheel drive state and a two-wheel drive state of a four-wheel drive vehicle.

In a typical 4-wheel drive vehicle, the driving force output from the engine that is the driving source via the transmission is transferred between the propeller shaft on the main drive side (rear side on FR base) and the propeller shaft on the driven side (front side on FR base). The vehicle is equipped with a transfer that distributes between the two wheels, and the transfer is used to switch between a two-wheel drive (2WD) state and a four-wheel drive (4WD) state.

In other words, when traveling in two-wheel drive mode, the transfer transmits driving force only to the main drive propeller shaft, thereby driving only the main drive wheels via the main drive axle connected to the main drive propeller shaft. However, when attempting to drive in four-wheel drive mode, the transfer divides and transmits the driving force to the main drive side propeller shaft and the driven side propeller shaft, thereby driving the main drive side wheels and simultaneously transmitting power to the driven side propeller shaft. The driven wheels are also driven via the connected driven axle.

Here, if the driven wheel and the driven axle are connected while driving in a two-wheel drive state, the rotation of the driven wheel causes the driven axle and the driven propeller shaft to rotate. As a result, running resistance increases and energy is wasted.

For this reason, recent four-wheel drive vehicles are equipped with a hub clutch device between the driven wheel and the driven axle that connects and disconnects the driven wheel and the driven axle. When attempting to drive in four-wheel drive mode, the driven wheel is separated from the driven axle to create a free state, thereby preventing the driven axle and driven propeller shaft from rotating, eliminating unnecessary energy consumption, and maintaining the four-wheel drive state. When attempting to travel, many vehicles connect the driven wheels and the driven axle so that the driving force is transmitted to the driven wheels (for example, see Patent Document 1).

The basic structure and operation of a general hub clutch device as described above will be explained based on FIGS. 1 to 3, which are embodiments of the present invention. This hub clutch device is disposed coaxially with the front axle 1 as a driven side axle of a four-wheel drive vehicle and on the radially outer side of the front axle 1, and constitutes a part of the front wheel as a driven side wheel. A hub housing that rotatably supports each wheel hub 2 and covers the shaft end of the front axle 1 at the outside end (the left side in FIGS. 1 to 3, which refers to the wheel side) of the wheel hub 2. 7 is provided.

Inside the hub housing 7, there is an outer gear 8 that rotates together with the wheel hub 2 and the hub housing 7, and an outer gear 8 that is slidably but non-rotatably fitted to the shaft end of the front axle 1 and can mesh with the outer gear 8. a diaphragm 13 that is non-slidably but relatively rotatably connected to the slide gear 11 and partitions the inside of the hub housing 7 into a two-wheel drive side negative pressure chamber 21 and a four-wheel drive side negative pressure chamber 22; A diaphragm cover 14 that supports the outer periphery of the diaphragm 13 and is fixed to the hub housing 7, an outer reinforcing plate 15 and an inner reinforcing plate 16 as magnetic members attached to the inner periphery of the diaphragm 13, and the outer reinforcing plate 15. a coil spring 29 as an elastic member that biases the slide gear 11 toward the outer gear 8 via the diaphragm 13 and the inner reinforcing plate 16; and a boss portion of the diaphragm cover 14 so as to face the outer reinforcing plate 15 in the axial direction. An annular magnet 30 is provided which is attached to the diaphragm cover 14 around the base of the diaphragm cover 14c.

When the four-wheel drive vehicle is driven in two-wheel drive mode, the diaphragm 13 is elastically deformed toward the two-wheel drive side negative pressure chamber 21 by reducing the pressure in the two-wheel drive side negative pressure chamber 21, and the slide gear 11 is The slide gear 11 is moved to a position where the engagement with the outer gear 8 is released, and the magnet 30 attracts the outer reinforcing plate 15 to maintain the disengagement state between the slide gear 11 and the outer gear 8 (the state shown in FIGS. 1 and 2). When traveling in a four-wheel drive state, the diaphragm 13 is elastically deformed toward the four-wheel drive side negative pressure chamber 22 by reducing the pressure in the four-wheel drive side negative pressure chamber 22, and the slide gear 11 is moved to a position where it meshes with the outer gear 8. The meshing state between the slide gear 11 and the outer gear 8 is maintained by the elastic force of the coil spring 29 (the state shown in FIG. 3).

Here, as a condition for realizing the above operation, the attraction force (hereinafter simply referred to as "attraction force") of the magnet 30 to the outer reinforcing plate 15 is greater than the elastic force of the coil spring 29 in the two-wheel drive state. is also large, and is set to be smaller than the elastic force of the coil spring 29 in the four-wheel drive state.

Japanese Patent Application Publication No. 2016-203895

However, in the conventional hub clutch device configured as described above, for example, as shown in FIG. 8, the magnet 51 is eccentric with respect to the boss portion 52a of the diaphragm cover 52, or as shown in FIG. Due to the uneven circumferential thickness of the adhesive 53 that adheres the diaphragm cover 52 to the diaphragm cover 52, the magnet 51 may be inclined with respect to the boss portion 52a of the diaphragm cover 52, and the attraction force of the magnet 51 may be There was a risk that the switching timing would become unstable when switching from two-wheel drive to four-wheel drive.

That is, if the magnet 51 is attached in an eccentric state with respect to the boss portion 52a of the diaphragm cover 52 (the state shown in FIG. 8), the lines of magnetic force, that is, the attraction force is biased in the circumferential direction of the magnet 51, and the outer reinforcing plate ( When the 4-wheel drive side negative pressure chamber (not shown) is pulled away from the magnet 51 against the attraction force of the magnet 51, the 4-wheel drive side negative pressure chamber (not shown) necessary to switch from 2-wheel drive to 4-wheel drive. The magnitude of the negative pressure (hereinafter referred to as "switching operation negative pressure") tends to vary. When the eccentricity of the magnet 51 increases and the inner peripheral surface of the magnet 51 comes into contact with the outer peripheral surface of the boss portion 52a of the diaphragm cover 52, the lines of magnetic force of the magnet 51 may be short-circuited. The deviation of the adsorption force in the circumferential direction increases, and the switching operation negative pressure becomes even more unstable.

Furthermore, when the magnet 51 is attached in an inclined state (the state shown in FIG. 9), the axial distance (hereinafter referred to as (referred to as the "air gap"), the attraction force of the magnet 51 becomes stronger where the air gap is small, and the attraction force of the magnet 51 becomes weaker where the air gap is large. As in the case of eccentricity, variations in switching operation negative pressure tend to increase.

If the switching operation negative pressure of the hub clutch device varies, the timing of switching from two-wheel drive to four-wheel drive will become unstable, resulting in a reduction in the driving performance of the four-wheel drive vehicle.

Therefore, an object of the present invention is to improve the stability of the switching timing from two-wheel drive to four-wheel drive in a four-wheel drive vehicle.

In order to solve the above problems, the hub clutch device of the present invention includes a driven side axle of a four-wheel drive vehicle, and a wheel hub that is disposed radially outside the driven side axle and constitutes a part of the driven side wheel. a hub housing that covers the shaft end of the driven side axle is provided at the outside end of the wheel hub, and a hub housing that rotates integrally with the wheel hub and the hub housing is provided inside the hub housing. an outer gear that is slidably and non-rotatably fitted to the shaft end of the driven side axle, and a slide gear that is meshable with the outer gear; and a slide gear that is non-slidably and relatively rotatably connected to the slide gear; a diaphragm that partitions the inside of the hub housing into a two-wheel drive side negative pressure chamber and a four-wheel drive side negative pressure chamber; a diaphragm cover that supports an outer peripheral portion of the diaphragm and is fixed to the hub housing; a magnetic member attached to the inner peripheral portion; an elastic member that urges the slide gear toward the outer gear via the diaphragm; and a radially outer side of the boss portion of the diaphragm cover so as to axially oppose the magnetic member When the four-wheel drive vehicle is driven in two-wheel drive mode, the diaphragm is elastically deformed by the reduced pressure in the negative pressure chamber on the two-wheel drive side, and the slide gear is connected to the outer gear. When the slide gear and the outer gear are moved to a position where they are disengaged, the magnet attracts the magnetic member to maintain the disengaged state between the slide gear and the outer gear, and the four-wheel drive vehicle is driven in a four-wheel drive state. The diaphragm is elastically deformed by the reduced pressure in the negative pressure chamber on the four-wheel drive side, the slide gear is moved to a position where it engages with the outer gear, and the engagement state between the slide gear and the outer gear is maintained by the elastic force of the elastic member. In the hub clutch device, the magnet is attached to the diaphragm cover in a non-contact state with the boss portion of the diaphragm cover.

In other words, by attaching the magnet of the hub clutch device of a four-wheel drive vehicle to the diaphragm cover without contacting the boss portion of the diaphragm cover, the unevenness of the attracting force in the circumferential direction of the magnet can be suppressed, and the magnet can be moved from two-wheel drive to four-wheel drive. This makes it difficult for variations in the switching operation negative pressure to occur when switching to wheel drive, making the switching timing more stable.

Here, in the case where the magnet is attached around the base of the boss portion of the diaphragm cover, an inclined surface may be provided at a corner between the boss portion of the diaphragm cover and the mounting position of the magnet. In this way, the magnet and the boss portion of the diaphragm cover can be made non-contact, and the eccentricity of the magnet with respect to the boss portion of the diaphragm cover can be reduced, thereby making it possible to further reduce the deviation of the attraction force in the circumferential direction of the magnet.

Further, if a structure is adopted in which an annular non-magnetic member having a constant radial thickness is sandwiched between the outer circumferential surface of the boss portion of the diaphragm cover and the inner circumferential surface of the magnet, the magnet can be attached to the diaphragm cover. By making it non-contact and concentric with the boss portion, it is possible to more reliably eliminate unevenness in the attraction force in the circumferential direction of the magnet.

In the method for manufacturing a hub clutch device of the present invention, in the method for manufacturing a hub clutch device having the above configuration, when the magnet is attached to the diaphragm cover, a recess into which the tip of the boss portion of the diaphragm cover is fitted is formed. , a jig is used that has a spacer portion that protrudes from the periphery of the concave portion with a constant radial thickness and that fits between the outer circumferential surface of the boss portion of the diaphragm cover and the inner circumferential surface of the magnet without a gap. It is something. In this way, the magnet can be made non-contact and concentric with the boss portion of the diaphragm cover, eliminating bias in the attraction force in the circumferential direction of the magnet, and making it possible to stabilize the timing of switching from two-wheel drive to four-wheel drive. .

Here, if the jig has a pressing part that extends outward in the radial direction of the spacer part and presses the magnet against the diaphragm cover, the inclination of the magnet with respect to the boss part of the diaphragm cover can also be suppressed, making it more reliable. The attraction force of the magnet can be made uniform in the circumferential direction.

As described above, the present invention suppresses unevenness in the attraction force of the magnet in the circumferential direction by making the magnet for maintaining the two-wheel drive state of the hub clutch device out of contact with the boss portion of the diaphragm cover. This makes it difficult to cause variations in switching operation negative pressure when switching from 2-wheel drive to 4-wheel drive, so it stabilizes the timing of switching from 2-wheel drive to 4-wheel drive and improves the driving performance of 4-wheel drive vehicles. can be improved.

Vertical front view of the hub clutch device of the embodiment (two-wheel drive state) Vertical front view enlarging the main parts of Figure 1 A vertical sectional front view showing the four-wheel drive state of the hub clutch device corresponding to FIG. 2 A sectional view showing the mounting structure of the magnet in Figure 1 to the diaphragm cover. Cross-sectional view taken along line V-V in Figure 4 A sectional view showing a modification of the magnet mounting structure corresponding to FIG. 5 A sectional view illustrating the method of attaching the magnet, corresponding to Fig. 5 A cross-sectional view showing the mounting state of the magnet of the conventional hub clutch device, corresponding to FIG. 4 A sectional view showing another mounting state of the magnet of the conventional hub clutch device, corresponding to FIG.

Embodiments of the present invention will be described below based on FIGS. 1 to 7. The basic configuration of the hub clutch device of this embodiment is as described above.

That is, as shown in FIGS. 1 and 2, this hub clutch device connects a front axle (driven side axle) 1 of a four-wheel drive vehicle and a wheel hub of a front wheel (driven side wheel) disposed radially outside of the front axle (driven side axle) 1. 2 are coaxially and rotatably supported, and inside a hub housing 7 provided at the outside end of the wheel hub 2, an outer gear 8, a slide gear 11, a diaphragm 13, a diaphragm cover 14, and an outer reinforcing plate 15 are provided. , an inner reinforcing plate 16, a coil spring 29, and a magnet 30.

A cylindrical spindle 3 is installed between the front axle 1 and the wheel hub 2. The spindle 3 has a flange 3a at an end on the inside side (the right side in FIGS. 1 and 2, which refers to the vehicle body side), and the flange 3a is fixed to the vehicle body (not shown). A bush 4 is built into the inside end of the spindle 3, and the front axle 1 is rotatably supported by the bush 4.

Further, a rolling bearing 5 consisting of a double-row outward angular contact ball bearing is incorporated in the outer periphery of the spindle 3, and the wheel hub 2 is rotatably supported by the rolling bearing 5.

A hub housing 7 is connected to the outer end surface of the wheel hub 2 by tightening bolts 6 screwed into the wheel hub 2.

The outer gear 8 has a ring shape, and spline teeth 8a are formed on the inner periphery thereof. The outer gear 8 and the sleeve 9 incorporated on the outside thereof are each fixed to the inner circumferential surface of the hub housing 7 by spline fitting so as to rotate together with the hub housing 7. A seal member 10 is installed between the axially opposing surfaces of the sleeve 9 and the sleeve 9 to provide a seal.

A slide gear 11 is fitted into the shaft end of the front axle 1 at a portion located inside the hub housing 7 . The slide gear 11 is prevented from rotating on the front axle 1 by fitting with the serrations 12 and is supported so as to be movable in the axial direction, and the outer peripheral surface thereof is provided with spline teeth 11a that can mesh with the spline teeth 8a of the outer gear 8. ing. Note that instead of the serrations 12 fitting, spline fitting may be used.

The outer periphery of the diaphragm 13 is held between the outer end surface of the sleeve 9 and a diaphragm cover 14 having an outer cylindrical portion 14a press-fitted to the outer periphery of the outer end of the sleeve 9.

The inner peripheral portion of the diaphragm 13 is sandwiched between an outer reinforcing plate 15 and an inner reinforcing plate 16 from both sides. The outer reinforcing plate 15 and the inner reinforcing plate 16 are made of press-molded magnetic metal plates, and are integrally connected by crimping with rivets 17 inserted through their respective center holes.

A tapered cylindrical portion 15a is formed on the outer periphery of the outer reinforcing plate 15, and each of a plurality of protrusions 15b formed at the open end of the tapered cylindrical portion 15a is inserted into a detent hole 14b formed in the diaphragm cover 14. The outer reinforcing plate 15 is prevented from rotating relative to the diaphragm cover 14 by the engagement of the projection 15b with the rotation prevention hole 14b.

On the other hand, a cylindrical portion 16a is provided on the outer periphery of the inner reinforcing plate 16, and the open end of the cylindrical portion 16a is bent inward to form an inner cylindrical portion 16b. It is fitted into a cylindrical outer circumferential surface 11b formed on the outer periphery of the outside end of the slide gear 11, and is axially connected to the slide gear 11 in a relatively rotatable state.

In order to connect the inner reinforcing plate 16 and the slide gear 11 in the axial direction, a retaining ring groove 19 is formed at the end of the cylindrical outer circumferential surface 11b of the slide gear 11, and the inner circumference is fitted into the retaining ring groove 19. The outer peripheral portion of the retaining ring 20 is arranged to face the end of the inner cylinder portion 16b of the inner reinforcing plate 16 in the axial direction.

By incorporating the diaphragm 13 described above, the inside of the hub housing 7 is partitioned into a two-wheel drive side negative pressure chamber 21 on the outside side of the diaphragm 13 and a four-wheel drive side negative pressure chamber 22 on the inside side of the diaphragm 13. There is.

Further, a ring member 23 is fitted to the outside end of the spindle 3, and the cylindrical portion 23a provided at the outside end of the ring member 23 and the open end of the hub housing 7 are connected in the radial direction. The opposing portions are sealed by incorporating a sealing member 24. On the other hand, the space between the flange 3a at the inside end of the spindle 3 and the facing portion of the wheel hub 2 is sealed by incorporating a pair of seal members 25. Further, the space between the radially opposing portions of the front axle 1 and the flange 3a of the spindle 3 is also sealed by incorporating a seal member 26.

The flange 3a of the spindle 3 is provided with a first port P1 and a second port P2. The first port P1 communicates with the two-wheel drive side negative pressure chamber 21 via a first suction path 27 formed between the inner circumference of the wheel hub 2 and the outer circumference of the spindle 3 and on the inner circumference of the hub housing 7. By suctioning the first port P1, the two-wheel drive side negative pressure chamber 21 can be depressurized.

On the other hand, the second port P2 communicates with the four-wheel drive side negative pressure chamber 22 via a second suction path 28 provided between the outer circumference of the front axle 1 and the inner circumference of the spindle 3. By suctioning P2, the pressure in the four-wheel drive side negative pressure chamber 22 can be reduced.

The coil spring 29 and the magnet 30 are installed between the diaphragm cover 14 and the outer reinforcing plate 15. The coil spring 29 biases the slide gear 11 toward the outer gear 8 via the outer reinforcing plate 15, the diaphragm 13, and the inner reinforcing plate 16, and maintains the meshing state between the slide gear 11 and the outer gear 8. (See Figure 3).

On the other hand, the magnet 30 is formed in an annular shape and is attached by adhesive or the like around the base of the boss portion 14c that protrudes to the inside side of the diaphragm cover 14 so as to face the outer reinforcing plate 15 in the axial direction. It is being When the slide gear 11 is disengaged from the outer gear 8, the outer reinforcing plate 15 is sucked to maintain the disengaged state between the slide gear 11 and the outer gear 8.

Here, the diaphragm cover 14 is provided with an inclined surface 14d at a corner between the boss portion 14c and the mounting position of the magnet 30, as shown in FIG. Thereby, the magnet 30 is attached to the diaphragm cover 14 in a non-contact and substantially concentric state with the boss portion 14c of the diaphragm cover 14.

This hub clutch device has the above-mentioned configuration, and its operation is also as described above. That is, in the two-wheel drive state shown in FIGS. 1 and 2, the diaphragm 13 is elastically deformed toward the two-wheel drive side negative pressure chamber 21, and the slide gear 11 does not mesh with the outer gear 8. The magnet 30 attached to the diaphragm cover 14 attracts the outer reinforcing plate 15, so that the disengaged state of the slide gear 11 and the outer gear 8 is maintained. At this time, since the front axle 1 and the wheel hub 2 are separated, rotation transmission from the wheel hub 2 (front wheel) to the front axle 1 is interrupted.

In this two-wheel drive state, when a suction force is applied to the second port P2, as shown in FIG. By elastically deforming, the slide gear 11 connected to the diaphragm 13 moves to a position where it meshes with the outer gear 8. Then, the meshing state of the slide gear 11 and the outer gear 8 is maintained by the elastic force of the coil spring 29, and the state is switched to the four-wheel drive state. At this time, the front axle 1 and the wheel hub 2 are connected, so rotation is transmitted from the front axle 1 to the wheel hub 2 (front wheel).

Further, in the four-wheel drive state shown in FIG. 3, when a suction force is applied to the first port P1, the two-wheel drive side negative pressure chamber 21 is depressurized, and the diaphragm 13 moves elastically toward the two-wheel drive side negative pressure chamber 21. By deforming, the slide gear 11 moves to a position where it is disengaged from the outer gear 8. Then, the magnet 30 maintains the disengaged state of the slide gear 11 and the outer gear 8, returning to the two-wheel drive state (the state shown in FIGS. 1 and 2).

Here, in this hub clutch device, the magnet 30 for maintaining the two-wheel drive state is attached to the diaphragm cover 14 without contacting the boss portion 14c of the diaphragm cover 14 and with little eccentricity. There is little deviation in adsorption force in the circumferential direction. Therefore, when switching from two-wheel drive to four-wheel drive, variations in the switching operation negative pressure are less likely to occur, and the switching timing is stable. Therefore, a four-wheel drive vehicle incorporating this hub clutch device has better running performance when switching from two-wheel drive to four-wheel drive than before.

In the embodiment described above, the inclined surface 14d is provided at the corner between the boss portion 14c of the diaphragm cover 14 and the mounting position of the magnet 30 in order to reduce the deviation of the attraction force in the circumferential direction of the magnet 30. , instead of this, as shown in FIG. 6, a spacer made of an annular non-magnetic member having a constant radial thickness is provided between the outer circumferential surface of the boss portion 14c of the diaphragm cover 14 and the inner circumferential surface of the magnet 30. It is also possible to have a structure in which 31 is sandwiched. In this modified example, the magnet 30 can be made non-contact and concentric with the boss portion 14c of the diaphragm cover 14, so that the bias in the attraction force in the circumferential direction of the magnet 30 is further reduced, and the drive is changed from two-wheel drive to four-wheel drive. The stability of the switching timing is increased.

Furthermore, instead of adopting the structure for attaching the magnet 30 to the diaphragm cover 14 shown in FIGS. 5 and 6, a jig 32 as shown in FIG. 7 is used when attaching the magnet 30 to the diaphragm cover 14. It's okay. This jig 32 has a recess 32a into which the tip of the boss 14c of the diaphragm cover 14 fits, and a recess 32a that protrudes from the periphery of the recess 32a with a constant thickness in the radial direction, and is connected to the outer peripheral surface of the boss 14c of the diaphragm cover 14. It has a spacer part 32b that fits into the inner peripheral surface of the magnet 30 without a gap, and a pressing part 32c that extends radially outward of the spacer part 32b and presses the magnet 30 against the diaphragm cover 14.

By using this jig 32, the magnet 30 can be made non-contact and concentric with the boss portion 14c of the diaphragm cover 14, and the thickness of the adhesive that adheres the magnet 30 to the diaphragm cover 14 is uneven in the circumferential direction. Even in the case of The stability of the switching timing can be ensured.

The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is indicated by the scope of the claims, not the meaning described above, and is intended to include meanings equivalent to the scope of the claims and all changes within the scope.

1 Front axle (driven axle)
2 Wheel hub 7 Hub housing 8 Outer gear 11 Slide gear 13 Diaphragm 14 Diaphragm cover 14c Boss portion 14d Inclined surface 15 Outer reinforcing plate (magnetic member)
16 Inner reinforcing plate 21 2-wheel drive side negative pressure chamber 22 4-wheel drive side negative pressure chamber 29 Coil spring (elastic member)
30 Magnet 31 Spacer (non-magnetic member)
32 Jig 32a Recessed portion 32b Spacer portion 32c Pressing portion

Claims (6)

A driven side axle of a four-wheel drive vehicle and a wheel hub disposed radially outside of the driven side axle and forming a part of the driven side wheel, each rotatably supported, and an outside end of the wheel hub. is provided with a hub housing that covers the shaft end of the driven side axle, and inside the hub housing there is provided an outer gear that rotates integrally with the wheel hub and the hub housing, and an outer gear that is slidable and relative to the shaft end of the driven side axle. a slide gear that is non-rotatably fitted and can mesh with the outer gear; and a slide gear that is non-slidably but relatively rotatably connected to the slide gear and connects the inside of the hub housing to a two-wheel drive side negative pressure chamber and a four-wheel drive side negative pressure chamber. a diaphragm that partitions the diaphragm into a side negative pressure chamber; a diaphragm cover that supports the outer periphery of the diaphragm and is fixed to the hub housing; a magnetic member that is attached to the inner periphery of the diaphragm; an annular magnet disposed radially outward of the boss portion of the diaphragm cover so as to face the magnetic member in the axial direction;
When the four-wheel drive vehicle is driven in a two-wheel drive state, the diaphragm is elastically deformed by reducing the pressure in the negative pressure chamber on the two-wheel drive side, and the slide gear is moved to a position where it is disengaged from the outer gear. , maintaining a disengaged state between the slide gear and the outer gear by the action of the magnet attracting the magnetic member;
When the four-wheel drive vehicle is driven in a four-wheel drive state, the diaphragm is elastically deformed by reducing the pressure in the negative pressure chamber on the four-wheel drive side, and the slide gear is moved to a position where it meshes with the outer gear. The meshing state between the slide gear and the outer gear is maintained by elastic force,
In the hub clutch device, the magnet is attached to the diaphragm cover in a non-contact state with the boss portion of the diaphragm cover,
The magnet is attached around the base of the boss portion of the diaphragm cover, and an inclined surface is provided at a corner between the boss portion of the diaphragm cover and the attachment position of the magnet. Hub clutch device. A driven side axle of a four-wheel drive vehicle and a wheel hub disposed radially outside of the driven side axle and forming a part of the driven side wheel, each rotatably supported, and an outside end of the wheel hub. is provided with a hub housing that covers the shaft end of the driven side axle, and inside the hub housing there is provided an outer gear that rotates integrally with the wheel hub and the hub housing, and an outer gear that is slidable and relative to the shaft end of the driven side axle. a slide gear that is non-rotatably fitted and can mesh with the outer gear; and a slide gear that is non-slidably but relatively rotatably connected to the slide gear and connects the inside of the hub housing to a two-wheel drive side negative pressure chamber and a four-wheel drive side negative pressure chamber. a diaphragm that partitions the diaphragm into a side negative pressure chamber; a diaphragm cover that supports the outer periphery of the diaphragm and is fixed to the hub housing; a magnetic member that is attached to the inner periphery of the diaphragm; an annular magnet disposed radially outward of the boss portion of the diaphragm cover so as to face the magnetic member in the axial direction;
When the four-wheel drive vehicle is driven in a two-wheel drive state, the diaphragm is elastically deformed by reducing the pressure in the negative pressure chamber on the two-wheel drive side, and the slide gear is moved to a position where it is disengaged from the outer gear. , maintaining a disengaged state between the slide gear and the outer gear by the action of the magnet attracting the magnetic member;
When the four-wheel drive vehicle is driven in a four-wheel drive state, the diaphragm is elastically deformed by reducing the pressure in the negative pressure chamber on the four-wheel drive side, and the slide gear is moved to a position where it meshes with the outer gear. The meshing state between the slide gear and the outer gear is maintained by elastic force,
In the hub clutch device, the magnet is attached to the diaphragm cover in a non-contact state with the boss portion of the diaphragm cover,
A hub clutch device characterized in that an annular non-magnetic member having a constant radial thickness is sandwiched between an outer circumferential surface of the boss portion of the diaphragm cover and an inner circumferential surface of the magnet. The hub according to claim 1, wherein an annular non-magnetic member having a constant radial thickness is sandwiched between an outer circumferential surface of the boss portion of the diaphragm cover and an inner circumferential surface of the magnet. clutch device. A driven side axle of a four-wheel drive vehicle and a wheel hub disposed radially outside of the driven side axle and forming a part of the driven side wheel, each rotatably supported, and an outside end of the wheel hub. is provided with a hub housing that covers the shaft end of the driven side axle, and inside the hub housing there is provided an outer gear that rotates integrally with the wheel hub and the hub housing, and an outer gear that is slidable and relative to the shaft end of the driven side axle. a slide gear that is non-rotatably fitted and can mesh with the outer gear; and a slide gear that is non-slidably but relatively rotatably connected to the slide gear and connects the inside of the hub housing to a two-wheel drive side negative pressure chamber and a four-wheel drive side negative pressure chamber. a diaphragm that partitions the diaphragm into a side negative pressure chamber; a diaphragm cover that supports the outer periphery of the diaphragm and is fixed to the hub housing; a magnetic member that is attached to the inner periphery of the diaphragm; an annular magnet disposed radially outward of the boss portion of the diaphragm cover so as to face the magnetic member in the axial direction;
When the four-wheel drive vehicle is driven in a two-wheel drive state, the diaphragm is elastically deformed by reducing the pressure in the negative pressure chamber on the two-wheel drive side, and the slide gear is moved to a position where it is disengaged from the outer gear. , maintaining a disengaged state between the slide gear and the outer gear by the action of the magnet attracting the magnetic member;
When the four-wheel drive vehicle is driven in a four-wheel drive state, the diaphragm is elastically deformed by reducing the pressure in the negative pressure chamber on the four-wheel drive side, and the slide gear is moved to a position where it meshes with the outer gear. The meshing state between the slide gear and the outer gear is maintained by elastic force,
In the method for manufacturing a hub clutch device, the magnet is attached to the diaphragm cover in a non-contact state with the boss portion of the diaphragm cover,
When attaching the magnet to the diaphragm cover, a recess into which the tip of the boss of the diaphragm cover fits, and an outer circumferential surface of the boss of the diaphragm cover that protrudes from the periphery of the recess with a constant radial thickness. A method for manufacturing a hub clutch device, characterized in that a jig is used, the jig having a spacer portion that fits tightly between the magnet and the inner circumferential surface of the magnet. 4. The method of manufacturing a hub clutch device according to claim 1, wherein when the magnet is attached to the diaphragm cover, a recess into which the tip of the boss of the diaphragm cover fits, and a periphery of the recess. A hub clutch device characterized by using a jig having a spacer portion that protrudes from the diaphragm cover with a constant radial thickness and that fits between the outer circumferential surface of the boss portion of the diaphragm cover and the inner circumferential surface of the magnet without a gap. manufacturing method. 6. The method of manufacturing a hub clutch device according to claim 4, wherein the jig has a pressing portion that extends radially outward of the spacer portion and presses the magnet against the diaphragm cover.

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