JPH04122829U - electromagnetic clutch - Google Patents

Abstract

(57) [Summary] (with amendments) [Purpose] This is an electromagnetic clutch in which an electromagnet is disposed through a gap between it and a rotating case that houses a friction clutch, and the electromagnet is ensured to be supported and fluctuations in the gap are suppressed. The purpose of the present invention is to provide an electromagnetic clutch that can stably control the fastening force. [Structure] The electromagnetic clutch of this invention includes a casing 17 having a flange portion, a rotating case 15 housed in the casing 17, a friction clutch 95 housed in the rotating case 15, and a flange portion of the rotating case 15. The clutch 95 is operated through a magnetic circuit 107 that passes through a bearing 31 supported between the rotating case 15 and the bearing 31 whose yoke is formed integrally with the flange portion 29 and the rotating case 15. electromagnet 10
1.

Description

[Detailed explanation of the idea]

0001

[Industrial application field]

This invention relates to an electromagnetic clutch.

0002

[Conventional technology]

``Slip limited differential gear assembly'' is described in Japanese Patent Application Laid-open No. 195449/1983. has been done. This is a differential device that uses an electromagnetic clutch to limit differential movement. It is. In this device, the clutch section is housed in a case together with the differential mechanism. This case is rotatably placed inside the external housing via a bearing. . The electromagnet is connected to the bearing cap of this external housing via a bolt. ing. An air gap is provided between the electromagnet and the armature on the case side. Air gap adjustment is done with the bolt above.

0003

[Problem that the idea aims to solve]

In this way, the electromagnet is connected to the housing side (bearing cap) via the bolt. support is uncertain. Therefore, due to the change in the air gap, the magnetic The magnetic resistance of the air circuit tends to fluctuate, and the differential limiting characteristics are unstable. In addition, the supportability has been improved. To improve the performance, a special bearing must be placed between the electromagnet and the case. .

0004 Integrating the electromagnet with the external housing side would solve this problem, but the base The ring cap is split in half with respect to the housing body, and the electromagnet and It is inappropriate to combine them.

[0005] Therefore, this idea was designed to ensure that the electromagnet is held securely, with no gap fluctuations, and a stable We aim to provide an electromagnetic clutch that has the same characteristics and does not require a bearing dedicated to the electromagnet. target

[0006]

[Means to solve the problem]

The electromagnetic clutch of this invention consists of a casing having a flange and a A rotating case is housed in the rotating case, a friction clutch is housed in the rotating case, and the front The bearing that supports the rotating case and the flange, and the yoke that supports the flange. A magnetic circuit is formed integrally with the rotating case and passes through a gap formed between the rotating case and the rotating case. and an electromagnet that operates the clutch via the clutch.

[0007]

[Effect]

The magnetic force of the electromagnet is guided to the friction clutch via a magnetic circuit to control the fastening force. .

[0008] The yoke of the electromagnet is formed integrally with the flange, and the gap forms part of the magnetic circuit. is kept constant by a bearing placed between the flange and the rotating casing. It will be done.

[0009] Therefore, there is no change in the magnetic resistance of the magnetic circuit due to gap fluctuations, and the fastening force is stabilized. can be controlled by In addition, there is no need for bearings to support the electromagnet, so there are no parts required. number is reduced.

0010

【Example】

One embodiment will be explained with reference to FIGS. 1 to 3.

[0011] FIG. 1 shows a differential device using this embodiment as a differential limiting device, and FIG. is a power transmission device for a four-wheel drive (4WD) vehicle that uses this differential device. shows. Note that the left and right directions are the front and rear directions of this vehicle, and the left side of each diagram is the direction of the vehicle. Corresponds to the front. Also, members not numbered are not shown.

0012 The power transmission device in Fig. 3 consists of a vertically installed transmission 1 and a transfer 3. It is configured.

[0013] Transmission 1 is vertically mounted with input to input shaft 7 as shown by arrow 5. The rotation of the engine is changed by selecting the speed change gear set 9, and the hollow main shaft output from port 11. The transfer 3 is a center differential 13 (located between the front and rear wheel axles). 1).

[0014] As shown in Figure 1, the differential case 15 (rotating case) of the center differential 13 is It is rotatably arranged within the face case 17 (casing). differential case 15 The front cylindrical part 19 is connected to the transmission case 21 and transfer case 17. The rear cylindrical part 27 is supported on the partition wall 23 of the transformer via a bearing 25. It is supported by a flange 29 of the face case 17 via a bearing 31. Tiger The main shaft 11 of the transmission mission 1 is spline connected to the cylindrical part 19. Ru.

[0015] In this way, the differential case 15 is connected to the driving force of the engine via the transmission 1. More rotationally driven.

[0016] Inside the differential case 15, front and rear hubs 33 and 35 are coaxially arranged so as to be relatively rotatable. It is. The front hub 33 is connected to the drive pinion shaft 37 on the front wheel side. This shaft 37 is connected to the drive pinion gear 39 and the front disc. The front wheels are connected to the left and right front wheels via a differential gear on the front wheel side.

[0017] The rear hub 35 has a spline-connected shaft 41 and a propeller shaft. It is connected to the left and right rear wheels via the rear differential (rear wheel side differential device). There is. The drive pinion shaft 37 is connected to the differential case 15 via a bearing 43. is supported by. The bearing 45 is attached to the drive pinion shaft 37. 41 and also serves as a center ring for these shafts 37 and 41. Ru.

[0018] A planetary gear type differential mechanism 47 is arranged within the differential case 15. The differential mechanism 47 includes an internal gear 49 and an outer pinion that mesh in the following order. The gear includes an inner pinion gear 51, an inner pinion gear 53, and a sun gear 55.

[0019] The internal gear 49 is formed on the differential case 15, and the sun gear 55 is formed on the front halves. 33. The outer and inner pinion gears 51 and 53 have their respective pinion gears. It is rotatably supported on the nion shafts 57 and 59. each pinion shaft 57 and 59 are supported by front and rear pinion carriers 61 and 63 with both ends crimped. It is.

[0020] Each pinion carrier 61, 63 is welded together, and is connected to the rear hub 35. It is formed integrally with the carrier 63. Each gear 51, 53 and carrier 61, 63 Washers 65, 65 are arranged between them.

[0021] In this way, the differential mechanism 47 is configured, and the differential case 15 (internal gear The engine rotation input to gear 49) is transmitted to sun gear via pinion gears 51 and 53. 55 (hub 33) and pinion carriers 61, 63 (hub 35). It is transmitted to the front wheel side and the rear wheel side via the brakes 33 and 35, and the drive resistance between the front and rear wheels. Due to the rotation and revolution of the pinion gears 51 and 53 caused by the difference in resistance, differential movement occurs on each side. distributed.

[0022] The cylindrical portion 67 of the pinion carrier 61 and the hub 33 are mounted on the front side of the differential mechanism 47. A multi-plate main clutch 69 for connection is arranged. Front wall of differential case 15 A washer 73 is arranged between the carrier 61 and the clutch 69. A shim 75 is arranged between the groove 69 and the groove 69.

[0023] The differential case 15 is provided with openings 77 and 79. Also, transfer Oil is sealed in the slot 17, and this oil flows through these openings 77 and 79. It flows in and out to lubricate the inside of the differential case 15. Note that the claw 81 of the washer 73 is attached to the front wall 7. It is folded into the opening 77 of 1.

[0024] A cam ring 83 is arranged on the rear side of the pinion carrier 63. Shown in Figure 2 A cam 8 is connected between the carrier 63 and the cam ring 83 via a ball 85 so that 7 is formed. There is a space between the rear wall 89 of the differential case 15 and the cam ring 83. A needle bearing 91 and a washer 93 are arranged from the side.

[0025] A multi-plate pyro is connected between the cam ring 83 and the differential case 15. A friction clutch 95 (friction clutch) is arranged. On the front side of clutch 95 An armature 97 is arranged freely in the front and rear directions. The inner circumference of the differential case 15 is A retaining ring 99 is installed to prevent contact between the matcher 97 and the pinion carrier 63. Ru.

[0026] A ring-shaped electromagnet 101 is coaxially arranged around the cylindrical portion 27 on the rear side of the differential case 15. It is placed. The electromagnet 101 includes a coil 103 and a yoke 105. The arc 105 is formed integrally with the flange 29 of the transfer case 17.

[0027] A magnetic circuit of an electromagnet 101 is provided between the rear wall 89 of the differential case 15 and the yoke 105. Air gaps 109 and 111 (gaps) forming part of 107 are formed. Ru. The rear wall 89 is made of non-magnetic material to prevent short circuits and guide magnetic force to the armature 97. A ring 113 is embedded.

[0028] The air gaps 109 and 111 are formed between the flange 29 and the cylindrical portion 27 of the differential case 15. The magnetic circuit 10 is kept constant by the bearing 31 disposed between the The magnetic resistance of 7 is free from fluctuations in air gaps 109 and 111 and is stable. .

[0029] Fit the bearing 31 into the flange 29 and remove the washer 115 and retaining ring 117. After attaching the bearing 31 to the cylindrical portion 27, move the transfer case 1 With the O-ring 119 placed between the Attach to the base 17. In this way, the electromagnet 101 is integrated with the flange 29. Because of this, unlike conventional examples, there is no need for a dedicated bearing for the electromagnet, and the number of parts is reduced. is reduced.

[0030] The electromagnet 101 attracts the armature 97 via the magnetic circuit 107, and the pilot Clutch 95 is engaged.

[0031] When the clutch 95 is engaged, the cam ring 83 is connected to the differential through the clutch 95. connected to base 15. Also, the cam ring 83 is connected to the pinion carrier via the cam 87. Since the clutch 95 is connected to the clutch 95, the interface is connected to the The differential rotation between the null gear 49 and pinion gears 51 and 53 is braked, and the differential mechanism 47 Differential limiting is performed.

[0032] Furthermore, when the clutch 95 is engaged, the differential torque of the differential mechanism 47 is applied to the cam 87. , as shown in FIG. 2, cam thrust forces 123 and 125 in the longitudinal direction are generated. forward direction The pinion carriers 61, 63 move forward due to the thrust force 123, and the main Connect the clutch 69 with the carrier 61 (shim 75) and differential case 15 (washer 73). differential rotation between sun gear 55 and pinion gears 51 and 53. is braked to limit the differential movement of the differential mechanism 47.

[0033] In this way, the engagement force between the pilot clutch 95 and the main clutch 69 causes the differential to shift. Restrictive power is strengthened. Note that the rearward thrust force 125 is generated by the bearing 91 and the washer. is input to the differential case 15 via the shaft 93, and is generated by the forward thrust force 123. will be canceled out.

[0034] When the engagement force (slip) of the pilot clutch 95 is adjusted by the electromagnet 101, the speed The last force 123 changes, and the engagement force (slip) of the main clutch 69 changes accordingly. Differential limiting force can be controlled by changing. The engagement force of each clutch 69, 95 is sufficiently large. If this happens, the differential between the front and rear wheels will be locked, and if the tightening force is moderately loosened, this differential will be allowed. Ru. When the pilot clutch 95 is released, the main clutch 69 is also released, and the differential becomes free.

[0035] The differential limiting force can be controlled manually from the driver's seat using the electromagnet 101. It is configured to be able to operate automatically depending on road conditions, vehicle steering conditions, etc. Ru.

[0036] In this way, the center differential 13 is configured.

[0037] In vehicles equipped with this center differential 13, one of the front and rear wheels may Even if the wheel is idling, the driving force is sent to the other wheel via the center differential 13. The running performance is maintained. In addition, the center differential 13 strengthens the differential limiting force between the front and rear wheels. Alternatively, locking the differential will improve the vehicle's straight-line stability, and loosening the differential limiting force will improve the stability of the front and rear wheels. If the differential between the two is allowed, the vehicle can turn smoothly.

[0038] As the differential limiting characteristics of the center differential 13 does not change, the vehicle is stable as shown above. It provides excellent power characteristics.

[0039] The electromagnetic clutch of this invention can be used not only as a differential limiting device as in the embodiment, but also as a dynamic clutch. The present invention may also be applied to a multi-disc clutch device used alone as a force transmission device. Also, d The gaps 109 and 111 may be filled with magnetic fluid or the like. Also, the shape of the electromagnet The shape is not limited to a ring shape.

[0040]

[Effect of the idea]

The electromagnetic clutch of this invention uses a rotating case that houses a friction clutch as a bearing. The flange of the casing is supported through the flange of the casing, and the flange and electromagnet are integrated. By configuring this to eliminate gap fluctuations, the fastening force can be stably controlled and , there is no need for a dedicated bearing for the electromagnet, reducing the number of parts.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view of a differential device using one embodiment.

FIG. 2 is a sectional view taken along line AA in FIG. 1;

3 is a skeleton mechanism diagram of a power transmission device using the differential device of FIG. 1. FIG.

[Explanation of symbols]

15 Differential case (rotating case) 17 Transfer case (casing) 29 Flange 31 Bearing 95 Pilot clutch (friction clutch) 101 Electromagnet 105 York 107 Magnetic circuit 109,111 Air gap (gap)

Claims (1)

[Scope of utility model registration request] Claim 1: A casing having a flange, a rotating case housed in the casing, a friction clutch housed in the rotating disk, a bearing supporting the rotating case between the flange, and a yoke. An electromagnetic clutch comprising: an electromagnet that is integrally formed with the flange portion and operates the clutch via a magnetic circuit that passes through a gap formed between the rotating case and the rotating case.