JPH03248920A - Power transmission - Google Patents

Abstract

PURPOSE:To evade an influence due to the deflection of a rotary shaft on a clutch mechanism by arranging a cluch mechanism, connecting the rotary shaft and a rotary member, on the rotary shaft, and axis-supporting a rotary body, joined to the rotary shaft, of the clutch mechanism on the bearing part of a casing. CONSTITUTION:An input shaft 12, front wheel output shaft 14, and rear wheel output shaft 16 are supported within a casing 10, and transmission power is inputted in the input shaft 12. In the rear wheel output shaft 16, its front end part 24 is supported on a bearing part 18 via the inner side of the rear end part 26 of the input shaft 12, and its rear end part 28 is supported on a bearing part 36 via the rear end part 34 of the rotary body 32 of an electromagnetic type clutch mechanism 30. The clutch mechanism 30 is composed of an inner side rotary body 32 splinedly engaged with the output shaft 16, an outer side rotary body 110 splinedly engaged with a sprocket 38 linked to the output shaft 14 via a chain 42, and a main clutch 116 arranged between the said rotary bodies 32 and 110.

Description

[Detailed description of the invention] "Industrial application field" The present invention relates to a power transmission device.

"Prior Art" Conventionally, as a power transmission device that transmits rotation from an input shaft to an output shaft for front wheels and an output shaft for rear wheels,
For example, Utility Model Application Publication No. 1-149057
46701). The device of this publication is for a part-time 4WD that is always rear-wheel drive. That is, the rotation from the input shaft is always transmitted to the output shaft for the rear wheels via the high-low switching mechanism and the differential mechanism. However, the power is transmitted to the front wheel output shaft when desired. Here, in order to transmit the rotation from the differential mechanism to the front wheel output shaft at the desired time,
A drive mode switching mechanism is provided, and by switching the drive mode switching mechanism, there are three modes: a two-wheel drive mode in which rotation from the differential mechanism is not transmitted to the front wheel output shaft, and a two-wheel drive mode in which rotation from the differential mechanism is not transmitted to the front wheel output shaft. A center differential-free four-wheel drive mode that transmits the rotation from the differential mechanism to the front output shaft and allows differential movement between the front and rear output shafts. Any one of the four-wheel drive modes of a center differential lock that restricts the differential between the front wheel output shaft and the rear wheel output shaft can be selectively obtained.

"Problem to be Solved by the Invention" In the drive mode switching mechanism of the power transmission device disclosed in the above publication, by moving the sleeve in the axial direction, the splines of the sleeve are changed from the splines on the front wheel output shaft side to the splines on the human power shaft side. The spline on the rear wheel output shaft side selectively engages with the spline on the rear wheel output shaft side, thereby enabling a desired drive mode to be obtained.

As described above, in the drive mode switching mechanism, the drive mode is switched by selective engagement of splines, but there are other mechanisms that use a clutch mechanism. A drive mode switching mechanism using a clutch mechanism is disclosed in, for example, Japanese Patent Application Laid-Open No. 1-278841 (Japanese Patent Application No. 1983-10).
No. 8431) and Japanese Patent Application Laid-Open No. 192620/1983. In the switching mechanisms disclosed in these publications, the differential movement between the front wheel output shaft and the rear wheel output shaft is regulated or allowed by engaging or releasing the clutch mechanism. In order to operate the clutch mechanism, an electromagnet is arranged, and by exciting the electromagnet, the clutch mechanism is operated.

The latch mechanism as described above is arranged between a rotating body coupled to the front wheel output shaft, a rotating body coupled to the rear wheel output shaft, and between the two rotating bodies to fasten both the rotating bodies. The clutch is configured to engage both rotating bodies when actuated by an electromagnet provided in the casing. Here, both rotating bodies are only coupled to the surface output shaft, respectively, and are not supported by any other means. As a result, since both rotating bodies are affected by the deflection of the surface output shaft, there is a problem in that the gap accuracy of the clutch coupled to both rotating bodies is reduced.

SUMMARY OF THE INVENTION An object of the present invention is to provide a power transmission device in which the clutch mechanism is not affected by the deflection of a rotating shaft, and the accuracy of the clutch mechanism can be improved.

"Means for Solving the Problems" The present invention includes: a rotating shaft; a rotating member; and a clutch mechanism disposed on the rotating shaft and fastening the rotating shaft and the rotating member, the clutch mechanism comprising: , comprising a first rotating body coupled to a rotating shaft, a second rotating body coupled to a rotating member, and a clutch disposed between the two rotating bodies to fasten the two rotating bodies, the first rotating body is characterized in that it is pivotally supported by a bearing part of the casing.

"Function" In the clutch mechanism of the present invention, when the clutch engages both the rotating bodies, the shaft and the rotating member respectively coupled to both the rotating bodies rotate as one.

In addition, in this invention, the 2nd rotating body may be pivotally supported by the 1st rotating body, or does not need to be pivotally supported by the 1st rotating body.

Further, in the present invention, an electromagnet for operating the clutch mechanism may be provided outside the bearing portion of the casing.

Further, in the present invention, the clutch mechanism may include a pilot clutch for operating the clutch.

"Effects of the Invention" As described above, according to the present invention, the first rotating body of the clutch mechanism is pivotally supported by the bearing part of the casing, so that the clutch mechanism is not affected by the deflection of the rotating shaft. As a result, the accuracy of the clutch mechanism can be improved.

"Embodiments" Hereinafter, preferred embodiments of the present invention will be described based on the drawings.

FIG. 1 shows a cross section of a power transmission device according to a first embodiment of the invention. Furthermore, the power transmission device shown in Fig. 1 is as follows:
It is for full-time 4WD and has a high-low switching mechanism.

In FIG. 1, reference numeral 10 indicates a casing, and within the casing 10, an input shaft 12, an output shaft 14 for front wheels, and an output shaft 16 for rear wheels are pivotally supported. The input shaft 12 is connected to the casing 1 by the bearing part 18.
0 and is rotated by an engine/transmission unit (not shown). The front wheel output shaft 14 is pivotally supported by the casing 10 by a bearing portion 20.22, and transmits rotation to a front wheel power transmission device (not shown). The rear wheel output shaft 16 has a front end portion 24 connected to the bearing portion 18 through the inside of the rear end portion 26 of the input shaft 12.
The rear end portion 28 is supported by a rotating body 32 of the clutch mechanism 30 (this rotating body 32 is fitted into the rear wheel output shaft 16 through a spline 33 and rotates integrally with the shaft 16). The rear wheel output shaft 16 transmits rotation to a rear wheel power transmission device (not shown).

In the rear wheel output shaft 16, the clutch mechanism 3
A sprocket 38 is pivotally supported in front of the front wheel, while a sprocket 40 is formed on the front wheel output shaft 14, and a chain 4 is formed on both sprockets 38 and 40.
2 is wrapped around it. Therefore, sprocket 38
The rotation is transmitted to the sprocket 4o via the chain 42, and as a result, the front wheel output shaft 14 rotates.

A high-low switching mechanism 44 and a differential mechanism 46 are arranged between the bearing portion 18 and the sprocket 38. Here, the high-low switching mechanism 44 transmits the rotation of the input shaft 12 to the differential mechanism 46 at high rotation or low rotation by switching. In addition, the differential mechanism 46 transmits the rotation from the high-low switching mechanism 44 to the rear wheel output shaft 16, and also transmits the rotation to the front wheel output shaft 14 via the sprocket 38, chain 42, and sprocket 40, At this time, both output shafts 14.1
Allows for a differential between 6 and 6.

The clutch mechanism 3o restricts the differential movement between the front wheel output shaft 14 and the rear wheel output shaft 16 by engaging or disengaging the sprocket 38 and the rear wheel output shaft 16. or allow.

Next, the high-low switching mechanism 44 will be explained in detail.

Reference numeral 48 denotes a carrier that is pivotally supported by the rear wheel output shaft 16, and a pinion gear 52 is pivotally supported on the shaft 50 of the carrier 48.

Further, a sun gear 54 is pivotally supported on the rear wheel output shaft 16, and a gear portion 55 of the sun gear 54 meshes with the pinion gear 52. Further, a case 56 is disposed within the casing 10, and a ring gear 58 is rotatably disposed within the case 56.
The gear portion 59 of No. 8 meshes with the pinion gear 52.

A spline 60 is formed on the outside of the rear end of the input shaft 12, and a spline 64 inside a ring body 62 is always fitted into the spline 60. An actuating body 66 is provided outside the ring body 62, and movement of the actuating body 66 in the axial direction causes the ring body 62 to
is adapted to be moved in the axial direction, and
The ring body 62 is rotatable with respect to the actuating body 66.

Note that the spline 68 on the outside of the actuating body 66 is connected to the case 5.
It is always fitted to the inner spline 70 of 6, and
When the actuating body 66 moves to the right, the spline 68 of the actuating body 66 connects with the spline 7 inside the ring gear 58.
It is designed to fit into 2. Furthermore, the splines 64 on the inside of the ring body 62 are always fitted into the splines 74 on the outside of the sun gear 54, and
When the ring body 62 moves to the right, the splines 76 on the outside of the ring body 62 are disengaged from the splines 78 on the inside of the front end of the shaft 50 of the carrier 48.

The high-low switching mechanism 44 is configured as described above, and its operation will be explained below.

In the state shown in FIG. 1, the splines 64 on the inside of the ring body 62 fit into the splines 60 of the manpower shaft 12 and the splines 74 on the sun gear 54, and the splines 76 on the outside of the ring body 62 fit into the splines 74 of the sun gear 54. It fits into the spline 78 of the shaft 50. Therefore, the human shaft 12 is connected to the carrier 4 through the ring body 62.
As a result, the carrier 48 rotates at the same speed as the rotation of the human shaft X2.

At this time, the splines 68 of the actuating body 66 are fitted into the splines 70 of the case 56, but are disengaged from the splines 72 of the ring gear 58, so the ring gear 58 is in an idling state. be.

Therefore, in the state shown in FIG.
4 is a high speed rotation state.

Furthermore, when the operating body 66 and the ring body 62 move to the right from the state shown in FIG.
4 remains fitted to the spline 1 in 60 of the human-powered shaft 12 and the spline 74 of the sun gear 54, but the spline 76 on the outside of the ring body 62
is disengaged from the spline 78 of the shaft 50 of the carrier 48 . Furthermore, the splines 68 of the actuating body 66 are fitted into the splines 70 of the case 56 and the splines 72 of the ring gear 58. Therefore, the input shaft 12 is directly connected to the sun gear 54 via the ring body 62, and the ring gear 58 is directly connected to the sun gear 54 via the operating body 66.
It is directly connected to the case 56 and is in a stationary state. As a result, the sun gear 54 rotates at the same speed as the rotation of the human-powered shaft 12, but since the ring gear 58 is stationary, the carrier 48 is rotated through the input shaft 12 via the pinion gear 52.
rotates at a slower speed than the rotation of the

Therefore, from the state shown in FIG.
When moved to the right, the high-low switching mechanism 44 is in a low speed rotation state.

Next, the differential mechanism 46 will be explained in detail.

A ring gear 82 is fitted on the outside of the carrier 48 via a spline 803, and an outer shaft 86 of another carrier 84 is fitted on the rear side of the carrier 48.
, a front end support 90 of the inner shaft 88 is rotatably supported (see also FIG. 1A). The outer shaft 86 and inner shaft 88 of this carrier 84 each include:
An outer pinion gear 94 and an inner pinion gear 96 are pivotally supported, and both pinion gears 94 and 96 mesh with each other. The outer pinion gear 94 meshes with a gear portion 98 of the ring gear 82. Further, a sun gear 102 is fitted to the rear wheel output shaft 16 via a spline 100, and a gear portion 104 of the sun gear 102 meshes with the inner pinion gear 96. Note that the carrier 84 is fitted to the sprocket 38 (this sprocket 38 rotates the front wheel output shaft 14) via a spline 106.

The differential mechanism 46 is configured as described above, and the following will be explained below.
The effect will be explained.

First, if no slip occurs in either the front or rear wheels, ring gear 82 and pinion gear 9
4.96 and the sun gear 102 rotate in a directly connected state. Therefore, rotation of the carrier 48 causes the sprocket 38 and the rear wheel output shaft 16 to rotate at the same speed, so that both shafts 14.16
It will rotate at the same speed.

Furthermore, when the rear wheels slip, the load acting on the front wheels becomes very large, while the load acting on the rear wheels becomes very small. Therefore, the carrier 84 that rotates the front wheel output shaft 14 is in a fixed state. When the carrier 48 rotates in this state, the rotation of the carrier 48 is transmitted to the rear wheel output shaft 16 via the ring gear 82, pinion gears 94, 96, and sun gear 102.

Furthermore, when the front wheels slip, the load acting on the rear wheels becomes very large, while the load acting on the front wheels becomes very small. Therefore, the rear wheel output shaft 16 is in a fixed state.

5 When the carrier 48 rotates in this state, the carrier 48
The rotation is transmitted to the carrier 84 and sprocket 38 via the ring gear 82 and pinion gears 94, 96, and further to the front wheel output shaft 14.

Next, the clutch mechanism 30 will be explained in detail.

As described above, the inner rotating body 32 is fitted to the rear wheel output shaft 16 via the spline 33.

Further, an outer rotating body 110 is fitted to the sprocket 38 via a spline 108.
The inner rear end portion 112 of the 0 is pivotally supported by the inner rotating body 32. A main clutch 116 is disposed between the front end outer part 114 of the inner rotating body 32 and the outer rotating body 110, and an actuating body 118 is fitted to the inner rotating body 32 by a spline 120. and can be moved in the axial direction. When the actuating body 118 moves in the axial direction to engage or disengage the main clutch 116, the inner rotating body 32 and the outer rotating body 110 become integral with each other or become free from each other. .

An actuating body 122 is disposed on the inner rear end portion 112 of the outer rotating body 110 so as to be movable in the axial direction.
A pilot clutch 124 is disposed between the rotor 2 and the outer rotating body 110. Pilot clutch 124
In front of the pilot clutch 12 , an iron piece 126 is axially movably disposed on the outer rotating body 110 .
Behind 4, an electromagnet 128 is provided in the casing 10. Then, when the electromagnet 128 is excited, the iron piece 126 is attracted toward the electromagnet 128, whereby the pilot clutch 124 is engaged, and the outer rotating body 110 and the operating body 122 become integral with each other.

Opposing surfaces 130.1 of the actuating body 118 and the actuating body 122
32, as shown in the first BII, a plurality of recesses 134 and 136 are formed along the circumferential direction, and the recess 13
A steel ball 138 is placed within 4.136. The functions of the recesses 7 134 and 136 and the steel balls 138 will be described later.

The clutch mechanism 30 is configured as described above, and its operation will be explained below.

When the electromagnet 128 is de-energized, the iron piece 126 does not operate the pilot clutch 124, so the pilot clutch 124 is in a disengaged state, and as a result, the operating body 1
22 rotates together with the actuating body 118 (this actuating body 118 is rotating together with the inner rotating body 32) via the steel ball 138.

Therefore, since the main clutch 116 is in the disengaged state, the inner rotating body 32 and the outer rotating body 110 are
be free from each other.

Therefore, the sprocket 38 and the rear wheel output shaft 16 are in a free state with respect to each other, and differential movement between the front wheel output shaft 14 and the rear wheel output shaft 16 is allowed.

Further, when the electromagnet 128 is excited, the iron piece 126 is attracted in the axial direction and operates the pilot clutch 124, so the pilot clutch 8 124 is in the engaged state, and as a result, the operating body 122 is rotated on the outside. It rotates with the body 110.

On the other hand, the actuating body 118 is rotating together with the inner rotating body 32. Here, for example, when the rear wheel output shaft 16 rotates at a higher speed than the front wheel output shaft 14, the actuating body 118 rotates at a high speed, as shown in FIG. 1B, while the actuating body 122 rotates at low speed. Therefore, a rotation difference occurs between the two operating bodies 118 and 122, and the steel ball 1
38 contacts the inclined surface 134a of the recess 134 of the actuator 118, and also contacts the inclined surface 1 of the recess 136 of the actuator 122.
36a (see FIG. 1B). As a result, the actuating body 118 and the actuating body 122 are moved away from each other by the arrow 1
The main clutch 116 is engaged by the movement of the actuating body 118. As a result, the inner rotating body 32 and the outer rotating body 110 become integral with each other.

Therefore, the sprocket 38 and the rear wheel output shaft 16 are in an integral state with each other, and the differential movement between the front wheel output shaft 14 and the rear wheel output shaft 16 is restricted.

Next, FIG. 2 shows a cross section of a power transmission device according to a second embodiment of the present invention.

The power transmission device shown in FIG. 2 is for full-time 4WD, but unlike the power transmission device shown in FIG. 1, it does not have a high-low switching mechanism. Therefore, the human shaft 12 is connected to the connecting member 144.
is coupled directly to carrier 48 via. Note that the human power shaft 12 and the connecting member 144 are fitted to each other by a spline 146, and the connecting member 144 and the carrier 48 are fitted to each other by a spline 148.

Note that the other configurations in FIG. 2 are the same as those in FIG. 1, so their explanation will be omitted.

Next, FIG. 3 shows a cross section of a power transmission device according to a third embodiment of the present invention.

The power transmission device in Fig. 3 has a high-low switching mechanism similar to that in Fig. 1, but the part-time 4
Since it is for WD, it does not have a differential mechanism, unlike in Fig. 1.2. For this reason, the carrier 48 is directly coupled to the sprocket 38 via the coupling members 150, 152. Note that the carrier 48 and the connecting member 150 are fitted to each other by a spline 154, and the connecting member 150 and the connecting member 152 are
The connecting member 152 and the sprocket 38 are fitted together by a spline 156, and the connecting member 152 and the sprocket 38 are fitted together by a spline 158.

The clutch mechanism 30 functions as a differential allowance/differential restriction switching mechanism in FIG. 1.2, but in FIG. 3, it functions as a 2WD/4WD switching mechanism. This point will be explained below.

When the clutch mechanism 30 is not engaged, the rear wheel output shaft 16 is connected to the sprocket 38 and the front wheel output shaft 14.
As a result, the input shaft 1
The rotation of No. 2 is transmitted to the front wheel output shaft 16 via the high/low switching mechanism 44 (front wheel drive 2WD state).

1 On the other hand, when the clutch mechanism 30 is engaged, the rear wheel output shaft 16 becomes integral with the sprocket 38 and the front wheel output shaft 14, and as a result, the rotation of the input shaft 12 is controlled by the high-low switching mechanism 44. It is transmitted from the sprocket 38 to the front wheel output shaft 14 via the sprocket 38, and further transmitted from the sprocket 38 to the rear wheel output shaft 16 via the clutch mechanism 30 (4WD state).

Next, FIG. 4 shows a cross section of a power transmission device according to a fourth embodiment of the present invention.

The power transmission device in Fig. 4 is for part-time 4WD, which is always front wheel drive, as in Fig. 3, but unlike Fig. 3,
It does not have a high-low switching mechanism.

For this purpose, the input shaft 12 is directly coupled to the sprocket 38 via the coupling member 144, the carrier 48, and the coupling members 150, 152.

Note that the other configurations in FIG. 4 are the same as those in FIG. 3, so their explanation will be omitted.

2

[Brief explanation of drawings]

FIG. 1 is a sectional view of a power transmission device according to a first embodiment of the present invention, FIG. 1A is a sectional view of a differential mechanism, and FIG. 1B is a sectional view showing two actuating bodies and steel balls between them. 2 is a sectional view of a power transmission device according to a second embodiment of the present invention, FIG. 3 is a sectional view of a power transmission device according to a third embodiment of the present invention, and FIG. 4 is a sectional view of a power transmission device according to a third embodiment of the present invention. FIG. 7 is a sectional view of a power transmission device according to a fourth embodiment. 10...Casing, 12...Input shaft, 14...Output shaft for rear wheels, 16...
- Output shaft for front wheels, 30...Clutch mechanism, 44...High-low switching mechanism, 46...Differential mechanism. 3

Claims (4)

[Claims] (1) A rotating shaft, a rotating member, and a clutch mechanism that is disposed on the rotating shaft and fastens the rotating shaft and the rotating member, and the clutch mechanism includes a first rotating shaft coupled to the rotating shaft. a second rotating body coupled to a rotating member; and a clutch disposed between the two rotating bodies to fasten the two rotating bodies, the first rotating body being pivotally supported by a bearing portion of a casing. A power transmission device characterized by: (2) The power transmission device according to claim (1), wherein the second rotating body is pivotally supported by the first rotating body. (3) The power transmission device according to claim 1 or 2, wherein an electromagnet for operating a clutch mechanism is provided outside the bearing portion of the casing. (4) Claim (4) characterized in that the clutch mechanism includes a pilot clutch for actuating the clutch.
The power transmission device according to 1), (2) or (3).