JPH046977Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a hub clutch, and more particularly, to a hub clutch that improves the durability of a retainer, and also facilitates assembly work and improves workability.

[Conventional technology]

For example, as a conventional hub clutch,
There are those shown in Japanese Patent Application Laid-open No. 108315 and Japanese Patent Application Laid-open No. 139527/1983. In these devices, a cam mechanism is provided between a cam member engaged with a brake mechanism and a sleeve or actuating member. This cam mechanism generates a thrust force that moves the slide clutch in the direction of engagement due to the relative rotation caused by the brake mechanism when the drive shaft is rotated. Further, the cam member as a retainer is restricted from moving inward in the axial direction by a hub extension (second interlocking means) as a driven clutch.

[The problem that the idea aims to solve]

In conventional hub clutches, when a thrust force is generated in the cam mechanism to move the slide clutch in the direction of clutch engagement, a reaction force of the same magnitude as the thrust force that moves the slide clutch is generated. Due to the reaction force, the retainer (cam member) is strongly pressed against the larger diameter driven clutch. At this time (when transitioning to clutch engagement), the retainer and the driven clutch rotate relative to each other, so that the sliding surface between the large diameter portion of the axially inner end surface of the retainer and the driven clutch is significantly worn. This wear causes a problem in that the durability of the axial position regulating portion between the retainer and the driven clutch becomes extremely poor. Furthermore, since the position of the retainer is restricted relative to the driven clutch, it is not possible to sub-assemble the drive shaft parts and the retainer before assembling them into the driven clutch, resulting in extremely poor assembly workability. It was hot.

The present invention was devised in view of the problems of the conventional technology, and its purpose is to prevent the durability of the retainer from being impaired due to the reaction force of the thrust force generated in the cam mechanism. The present invention aims to provide a hub clutch that is not only easy to assemble, but also has good assembly workability.

[Means to solve the problem]

In order to achieve the above object, the hub clutch according to the present invention is configured such that the movement of the retainer inward in the axial direction (toward the brake mechanism side) is restricted by a drive clutch.

[Effect]

Since the retainer is positioned with respect to the drive clutch so that its movement inward in the axial direction is restricted, the reaction force of the thrust force generated by the cam mechanism is
It is received by the drive clutch, and the retainer is not pressed against the driven clutch. Further, the retainer can be assembled into the drive clutch after being assembled into a subassembly.

〔Example〕

Hereinafter, the hub clutch according to the present invention will be described in detail with reference to the drawings.

Figures 1A, 1B and 1C show an embodiment of the present invention, which is disposed on the outside of a drive clutch 3 which is connected to a drive shaft 5 by a snap ring 4, and is engaged through a spline to connect the drive clutch to the drive shaft 5. A slide clutch 2 that is freely movable in the axial direction of the shaft 5, and a toothed portion 2b of this slide clutch 2.
The driven clutch 1 is disposed on the outside of the slide clutch 2 and has a toothed portion 1a to be coupled with the driven clutch 1, and is engaged with the fixed system 10 with a predetermined braking force. When a relative rotation occurs between the retainer 6 and the slide clutch 2 due to drive from the drive side, the slide clutch 2
to engage the clutch by moving it in the axial direction,
It consists of a cam mechanism that releases the clutch connection when the slide clutch 2 is driven from the driven side in the opposite direction to the drive from the drive side. The slide clutch 2 has a pin 2a driven into its outer side, and the retainer 6 is axially positioned on the driven clutch 1 and the drive clutch 3 by snap rings 14 and 9, respectively.

In the brake mechanism, a brake shoe 8 for suppressing rotation of the retainer 6 and a brake garter spring 7 are attached to a nut 11 on a cylindrical fixed shaft 10 disposed outside the drive shaft 5.
It is configured such that it is slidably attached in the rotational direction via the . A cam portion 6b integrally formed with the retainer 6 and projecting to the right is held radially outward of the slide clutch 2 at a predetermined distance. This retainer 6 is formed with an arcuate cam groove 6a, as shown in the perspective view of FIG. 1C. Further, a portion 16 that is integrated with the retainer 6 and protrudes to the left engages with the brake shoe 8 to suppress rotation of the retainer 6 around its axis.

In operating the hub clutch configured as described above, switching to four-wheel drive is performed by operating a select lever (not shown), and the drive shaft 5 is switched to four-wheel drive.
When rotation is applied to the drive shaft 5, the drive clutch 3 and slide clutch 2 rotate together with the drive shaft 5. Since the rotation of the retainer 6 is suppressed by the action of the brake shoe 8, relative rotation occurs between the retainer 6 and the slide clutch 2, and the pin 2a driven into the slide clutch 2 is caused by the action of the arcuate cam groove 6a. is from the position A shown in Figure 1C to the position B
or moved to position B′. That is, a thrust force is generated between the retainer 6 and the slide clutch 2, and the slide clutch 2 moves to the left. Therefore, the drive shaft 5 and the driven clutch 1 are coupled to provide four-wheel drive. At this time, the reaction force of the thrust force that moves the slide clutch 2 in the clutch coupling direction acts to move the retainer 6 toward the fixed system shaft 10, but this movement of the retainer 6 is caused by It is regulated by the snap spring 9 which is attached. Therefore, the brake mechanism is not pressed against the fixed system shaft 10 by the reaction force of the thrust force.

Also, when switching from four-wheel drive to two-wheel drive by operating the select bar, after cutting off the power to the drive shaft 5, the drive wheels can be used to move the car a little in the opposite direction of the car's current direction. to rotate the driven clutch 1 in the opposite direction. The slide clutch 2 and drive shaft 5 are rotated by the driven clutch 1, but the rotation of the retainer 6 is suppressed by the resistance of the brake shoe 8. Therefore, relative rotation occurs between the retainer 6 and the slide clutch 2, and the arcuate cam groove 6
The action of pin 2a moves pin 2a from position B or B' shown in FIG. 1C to position A. Therefore,
The slide clutch 2 is moved to the right in the axial direction,
The drive shaft 5 is disengaged from the driven clutch 1, and the drive shaft 5 stops, and only the driven clutch 1 idles, resulting in two-wheel drive.

[Effect of idea]

Since the present invention is configured as described above, it produces the effects described below.

The retainer is positioned so that it is restricted from moving inward in the axial direction (towards the brake mechanism) with respect to the drive clutch, so the reaction force of the thrust force generated by the cam mechanism is absorbed by the small diameter portion of the drive clutch. The retainer is not pressed against the driven clutch.

Therefore, the durability of the retainer can be improved.

Furthermore, the retainer can be assembled into the drive shaft and then assembled into a subassembly before being assembled into the driven clutch, which facilitates the assembly work and improves work efficiency.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram of the configuration of a hub clutch showing an embodiment of the present invention, in which A is a longitudinal sectional view showing the clutch in the disengaged state, B is a longitudinal sectional view showing the clutch in the engaged state, and C is the cam section. FIG. Explanation of symbols, 1... Driven clutch, 2...
Slide clutch, 2a...pin, 3...drive clutch, 4,9,14...snap spring,
5... Drive shaft, 6... Retainer, 6a
...Cam groove, 6b...Retainer cam part, 7...
Garter spring, 8... Brake shoe, 1
0...Fixed shaft, 11...Nut, 12...Hub,
13... Bolt, 16... Retainer protrusion, 20
... Thrust force receiving member, 21 ... Brake shoe friction surface.

Claims (1)

[Claims for Utility Model Registration] A drive clutch coupled to a drive shaft; a slide clutch that engages with the drive clutch and is movable in the axial direction of the drive shaft; A brake mechanism that exerts a braking force between the driven clutch that is in contact with the fixed system when the drive shaft rotates, and a retainer that generates relative rotation between the driven clutch and the driven clutch when the brake mechanism receives the braking force. is provided between the retainer and the slide clutch, the slide clutch is moved in the axial direction by drive from the drive side to perform clutch engagement, and the slide clutch is moved from the driven clutch side in the opposite direction to the drive. When driving in the direction,
and a cam mechanism for releasing the clutch connection, wherein the retainer is restricted from moving toward the brake mechanism in the axial direction by the drive clutch.