JPH0526580U - Power transmission device - Google Patents

Abstract

(57) [Summary] (Correction) [Purpose] A clutch that is connected to one side by a cam that is braked to the fixed side and the other side receives transmission torque is input. It is intended to provide a transmission device. According to a power transmission device of the present invention, a torque input member 31 and an output member 47 rotatably arranged with respect to a fixed side 81 and a spring force of an arm 73 press the fixed side 81 to generate a braking force. The moving body 59 to be obtained, the clutch 67 arranged between the moving body 59 and the output member 47, and the input member 31 and the arm by the braking force of the arm 73 arranged between the moving body 59 and the input member 31. And a cam 63 for receiving the torque generated between the clutches 73 and connecting the clutch 67 via the moving body 59.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a power transmission device used in a vehicle or the like.

[0002]

[Prior Art]

 A power transmission device is described in Japanese Utility Model Laid-Open No. 60-182239. This is a power transmission device that transmits the rotation of the input member to which torque is input to the pair of output members via the clutches.

[0003]

[Problems to be solved by the device]

 In the above power transmission device, the clutch is connected by the cam. This cam operates by receiving the torque generated between one side where the braking force is input from the fixed side and the other side where the torque of the input member is input. The mechanism that brakes one side of this cam against the fixed side consists of an arm fixed to one side of the cam, a brake shoe engaged with this arm, a fixed side brake ring, and a brake shoe. It consists of a garter spring that presses against the arm to brake it against the fixed side.

As described above, the conventional mechanism for applying the braking force from the fixed side to the cam has a large number of parts, and the garter spring has a brake ring that holds the brake shoe divided into several blocks. It has to be attached to, and assembly is poor.

Therefore, an object of the present invention is to provide a power transmission device that includes a clutch that is connected by a cam that operates between a rotating member and a fixed side to reduce the number of parts and improve the assemblability. ..

[0006]

[Means for Solving the Problems]

 The power transmission device of the present invention includes a torque input member and an output member rotatably arranged with respect to a fixed side, a moving body that presses the fixed side by spring force of an arm to obtain a braking force, and this moving body. A clutch arranged between the output member and a cam arranged between the moving body and the input member for receiving the torque generated between the input member and the arm by the braking force of the arm and connecting the clutch via the moving body. It is characterized by having and.

[0007]

[Action]

 When torque is input to the input member, the cam between the moving body and the input member, which is braked to the fixed side by the spring force of the arm, operates, and the clutch is connected by the cam thrust force, and the input member and the output member are connected. And are connected.

Since the garter spring is omitted by using the arm as a spring, the number of parts is reduced accordingly, and the assembling work is improved because the troublesome work involved in mounting the garter spring is eliminated.

[0009]

【Example】

 The first embodiment will be described with reference to FIGS.

FIG. 1 shows a transfer using this embodiment, and FIG. 7 shows a power system of a four-wheel drive (4WD) vehicle using this embodiment. Hereinafter, the front-rear direction is the front-rear direction of this vehicle, and the upper side in FIGS. 1, 2, and 3 corresponds to the front side (upper side in FIG. 7). Moreover, members and the like without reference numerals are not shown.

First, the configuration of this power system will be described with reference to FIG.

The power system includes an engine 1, a transmission 3, a transfer 5, a front wheel side propeller shaft 7, a front differential 9 (a front wheel side differential device), front axles 11, 13, left and right front wheels 15, 17, and rear wheels. Side propeller shaft 19, a rear differential 21 (a rear wheel side differential device), rear axles 23 and 25, left and right rear wheels 27 and 29, and the like.

The driving force of the engine 1 is input from the transmission 3 to the transfer 5, is transmitted to the rear differential 21 via the propeller shaft 19 on the rear wheel side, and is distributed to the left and right rear wheels 27, 29. When the transfer 5 is connected to the front wheels, the driving force of the engine 1 is transmitted from the front wheel side propeller shaft 7 to the front differential 9 and distributed to the left and right front wheels 15 and 17.

Next, the transfer 5 will be described.

As shown in FIG. 1, the input shaft 31 (input member) is supported in the transfer case 35 by a bearing 33. The input shaft 31 is spline-connected to a hub 37, the hub 37 is connected to a rotating case 41 via a flange 39, and a retaining ring 43 prevents the hub 37 from falling off. The input shaft 31 is connected to the output shaft of the transmission 3 which is connected to the rear wheel side propeller shaft 19 side via a chain transmission mechanism, and is rotationally driven by the driving force from the engine 1.

A hub 45 is coaxially arranged in front of the hub 37. An output shaft 47 (output member) is spline-connected to the hub 45. The output shaft 47 is connected to the propeller shaft 7 on the front wheel side, and is supported by the transfer case 35 by a bearing 49. The input shaft 31 and the output shaft 47 are supported by a bearing 53 arranged between the coaxial hole 51 at the front end of the input shaft 31 and the rear end of the output shaft 47. The boss 55 at the front end of the rotating case 41 is fitted to the outer periphery of the hub 45 so as to be relatively rotatable. The washer 56 and the flange portion 57 of the output shaft 47 serve as a leftward stopper of the rotating case 41.

A ring 59 (moving body) as shown in FIGS. 4 and 5 is arranged between the flange portion 58 of the hub 45 and the flange portion 39 of the hub 37. As shown in FIG. 3, cam surfaces 60 and 61 are provided on the ring 59 and the flange portion 39, respectively, and a cam 63 that moves the ring 59 forward by the cam thrust force is formed. Further, as shown in FIG. 2, clutch teeth 64 and 65 are provided on the flange portion 58 and the ring 59, respectively, and a dog clutch 67 that meshes when the ring 59 moves forward is formed. The clutch teeth 64 and 65 are inclined in both rotation directions so that when torque is applied, a thrust force in the disengagement direction of the clutch 67 is generated.

Further, a return spring 69 is arranged between the rotating case 41 and the ring 59 to urge the ring 59 rearward. A washer 71 that receives the cam thrust force of the cam 63 is disposed between the flange portion 58 and the rotating case 41.

The ring 59 is integrally formed with two arms 73 (see FIGS. 4 and 5) that are given a spring property by heat treatment. The arm 73 penetrates forward through an opening 75 provided in the rotating case 41. As shown in FIG. 6, the front end of each arm 73 engages with the groove 79 of the brake shoe 77 that is divided in half, and the spring force causes the brake shoe 77 to move to the outer periphery of the brake ring 81 (fixed side). It is pressing. The brake ring 81 is fixed to the transfer case 35 side, is relatively rotatably fitted to the outer periphery of the boss 55 of the rotating case 41, and is prevented from falling off by the washer 83 and the retaining ring 85.

As described above, since the rotation of the ring 59 is braked via the arm 73 due to the sliding resistance between the brake shoe 77 and the brake ring 81 due to the pressing force of the arm 73, when the input shaft 31 rotates, Torque is applied to the cam 63 to generate a cam thrust force, and the left half of the output shaft 47 in FIG. 1 and the ring 59 are moved forward as shown in FIG. 3 to connect the clutch 67 and the front wheels 15, 17 side. The driving force of the engine 1 is transmitted to.

At this time, if differential rotation occurs between the front wheels 15 and 17 and the rear wheels 27 and 29, the thrust force as described above is generated in the clutch 67 due to the differential torque, and this thrust force Due to the urging force of the return spring 69 (when a force other than the cam thrust force of the cam 63 does not act on the ring 59), the right half of the output shaft 47 of FIG. 1 and the ring 59 are moved backward as shown in FIG. The clutch 67 is released and the front wheels are separated from the engine 1. The return spring 69 keeps the clutch 67 open.

In this way, the brake shoe 77 is pressed against the brake ring 81 by the spring force of the arm 73. Unlike the conventional example, since the garter spring is not used, the number of parts is reduced accordingly. Cost is reduced. Further, each brake shoe 77 can be easily assembled by simply engaging the arm 73 with the groove 79, and the assembling property is improved.

The engagement of the clutch 67 is maintained by the following engagement maintaining means 87. The connection maintaining means 87 is composed of a worm gear composed of a worm 89 and a hollow worm wheel 91 which are rotationally driven by a motor, and a shaft 95 which is connected to the worm wheel 91 via a screw 93. The shaft 95 is provided with a detent, and the motor rotates the worm wheel 91 via the worm 89 and slides the shaft 95 back and forth with the screw 93.

A boss 101 of a fork 99 is movably fitted on the outer periphery of a shaft 97 connected to the shaft 95. A coil spring 103, a washer 105, and a retaining ring 107 are attached to the shaft 97 on the rear side of the boss portion 101 from the front side to form a waiting mechanism for the clutch 67. A flange 109 is formed on the shaft 97 on the front side of the boss 101, and serves as a stopper for the fork 99 against the biasing force of the coil spring 103.

The tip of the fork 99 is slidably engaged with the circumferential groove 113 of the ring 111. The ring 111 is movably fitted to the outer periphery of the hub 37, and the ring 59 can be pressed forward through a push rod 115 that is fitted to the front side of the ring 111 and penetrates the flange portion 39.

When the shaft 97 slides forward via the shaft 95 by the operating force of the connection maintaining means 87, the ring 59 is pressed forward via the coil spring 103 of the waiting mechanism, and when the phases match, the clutch 67 are connected. The thrust force from the clutch 67 is cut off by the screw 93 and the worm gear, so that the clutch 67 remains connected even if the motor is stopped. Further, when the clutch 67 is connected by the cam thrust force of the cam 63, if the operation maintaining means 87 is operated to the connecting side of the clutch 67, the connected state of the clutch 67 can be maintained even if the motor is stopped. .. When the motor is rotated in the reverse direction, the fork 99 is retracted by the urging force of the return spring 69 and the thrust force of the clutch 67 as described above, and the clutch 67 is released.

The transfer 5 is thus configured.

In the vehicle of FIG. 7, when the clutch 67 is engaged, the vehicle enters a 4WD state, and even if one of the front and rear wheels runs idle on a bad road or the like, the driving force of the other wheel keeps running on a bad road high. .. Further, when the connection maintaining means 87 is operated to the disengagement side of the clutch 67 when turning or putting in the garage, the clutch 67 is disengaged by its thrust force due to the differential torque generated between the front and rear wheels by the preceding rotation of the front wheel. , The vehicle will be driven by the rear wheels, which will improve the turning performance and prevent the tight corner braking phenomenon.

Next, a second embodiment will be described with reference to FIGS. 8 and 9.

In these drawings, members having the same functions as those in the first embodiment are designated by the same reference numerals. Only the differences from the first embodiment will be described below.

In this embodiment, the brake shoe 77 is omitted from the first embodiment, and the arm 73 is directly elastically slid on the brake ring 81 to rotationally brake the ring 59.

Therefore, as the brake shoe 77 is omitted, the number of parts is further reduced, the cost is reduced, and the workability of assembling is further improved.

The power transmission device of the present invention can be used not only as a torque interrupting device as in each embodiment but also as a differential device.

[0034]

[Effect of the device]

 This invention is a power transmission device having a clutch connected by a cam, one side of which is rotationally braked on the fixed side and a transmission torque is applied to the other side, wherein a spring force is applied to one arm to press the fixed side. Since it is configured to obtain the braking force by using the garter spring, the garter spring used in the conventional example is not required, the cost is reduced by reducing the number of parts, and the assemblability is improved.

[Brief description of drawings]

FIG. 1 is a sectional view showing a transfer using a first embodiment.

FIG. 2 is a cross-sectional view of the first embodiment showing a connection release state.

FIG. 3 is a sectional view of the first embodiment, showing a connected state.

FIG. 4 is a front view of a ring.

5 is a cross-sectional view taken along the line AA of FIG.

6 is a sectional view taken along line BB of FIG.

7 is a skeleton mechanism diagram showing a power system of a vehicle using the transfer of FIG.

FIG. 8 is a cross-sectional view of the second embodiment, showing a disconnected state.

FIG. 9 is a sectional view of the second embodiment, showing a connected state.

[Explanation of symbols]

 31 input shaft (input member) 47 output shaft (output member) 59 ring (moving body) 63 cam 67 clutch 73 arm 81 brake ring (fixed side)

Claims (1)

[Scope of utility model registration request] 1. A torque input member and an output member that are rotatably arranged with respect to a fixed side, a moving body that presses the fixed side by a spring force of an arm to obtain a braking force, and the moving body and the output member. And a cam that is arranged between the moving body and the input member and that receives the torque generated between the input member and the arm by the braking force of the arm and that connects the clutch via the moving body. A power transmission device characterized by being provided.