JP2003158862A - Actuator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an actuator which has a position keeping function when the excitation of an electromagnet is stopped. SOLUTION: This actuator transfers a transfer member 15 to a first position and a second position by a magnetic force of an electromagnet 13. The transfer member 15 comprises a permanent magnet. When the electromagnet 13 is excited by a current in one direction, the transfer member 15 is transferred to the first position. When the electromagnet 13 is excited by a current in an opposite direction, the transfer member 15 is transferred to the second position. Further, if the excitation of the electromagnet 13 is discontinued at the respective positions, the transfer member 15 keeps the respective positions by its own magnetic force.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to an actuator using an electromagnet.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication No. 2000-240760 discloses a differential gear mechanism 501 as shown in FIG.

This differential gear mechanism 501 includes a differential case 5
03, bevel gear type differential mechanism 505, ball cam 50
7, an engaging clutch 509, an armature 511, an electromagnet 513, a differential carrier 515 and the like.

The differential gear mechanism 501 includes a differential carrier 515.
The diff carrier 515 is fixed to the vehicle body.

The bevel gear type differential mechanism 505 comprises a pinion shaft 517 connected to a differential case 503, and a pinion gear 51 supported on the pinion shaft 517.
9, side gear 52 meshed with pinion gear 519
1, 523 and the like, and the driving force of the engine that rotates the differential case 503 via the ring gear 525 is distributed from the pinion shaft 517 and the pinion gear 519 to the side gears 521 and 523 and transmitted to the left and right wheels.

The ball cam 507 is provided on the left and right cam rings 5.
27, 529 and balls 531 arranged between them, and the balls 531 are rotatably supported on the differential case 503.

The dog clutch 509 is formed between the right cam ring 529 and the left side gear 521, and the cam ring 529 is connected to the inner periphery of the differential case 503 so as not to rotate relative to it.

The armature 511 has a cam ring 52 on the left side.
7, the electromagnet 513 is attached to the differential carrier 51.
It is fixed at 5.

When the electromagnet 513 is excited, the armature 5
11 is sucked and the left cam ring 527 is the armature 5.
11 and an electromagnet 513 are connected to the differential carrier 515, and the rotation of the differential case 503 causes the ball cam 50 to rotate.
7 operates to move the right cam ring 529 to engage the dog clutch 509.

When the dog clutch 509 meshes, the left side gear 521 is connected to the differential case 503 via the cam ring 529, and the differential rotation of the differential mechanism 505 is locked.

When the excitation of the electromagnet 513 is stopped, the cam ring 527 is freely rotated, the operation of the ball cam 507 is stopped, the meshing of the meshing clutch 509 is released, and the differential rotation lock of the differential mechanism 505 is released. .

There is also a differential device in which a clutch using an electromagnet as an actuator is arranged on the input side or the output side of a differential mechanism. A four-wheel drive vehicle using this differential device is in a four-wheel drive state when the clutch is engaged. When the clutch is disengaged, the two-wheel drive mode is set.

[0013]

However, in the differential gear mechanism 501, in order to keep the differential mechanism 505 in the differential lock state, it is necessary to continue to excite the electromagnet 513.

Further, in the latter differential device provided with the clutch for intermittently driving the driving force, it is necessary to continue to excite the electromagnet in order to keep the clutch in the connected state or the released state.

In either case, the load on the vehicle-mounted battery is increased correspondingly, and the fuel efficiency of the engine is reduced.

Further, in any of the devices and the differential devices, the return spring causes the clutch to return to the opposite state when the excitation of the electromagnet is stopped. Therefore, when the actuator (electromagnet) malfunctions, the magnetic force of the electromagnet is reduced. The state held by (the differential limited state or the differential free state, or the four-wheel drive state or the two-wheel drive state) cannot be held.

Therefore, an object of the present invention is to provide an actuator having a position holding function when the excitation of the electromagnet is stopped.

[0018]

An actuator according to claim 1 is an actuator for operating a moving member between a first position and a second position by a magnetic force of an electromagnet, and the moving member is a permanent magnet. Then, when the electromagnet is excited by a current in one direction, the moving member moves to the first position, and when the electromagnet is excited by a current in the opposite direction, the moving member moves to the second position. In addition, when the excitation of the electromagnet is stopped at each position, the moving member holds each position by its magnetic force.

As described above, the actuator of the present invention is
Since the moving member that is moved and operated by the electromagnet is a permanent magnet, even if the excitation of the electromagnet is stopped, the moving member retains the current position due to its magnetic force.

As described above, since the actuator of the present invention has the position holding function, it is not necessary to continue to excite the electromagnet in order to keep the position, and the load on the electromagnet and the power source is reduced.

Further, even if the operation of the actuator (electromagnet) becomes defective, the state retained by the magnetic force of the electromagnet is retained as it is by the magnetic force of the moving member, so that the failure mode is good.

Further, since the moving member is moved to both the first position and the second position by the magnetic force of the electromagnet, when the excitation of the electromagnet is stopped, the moving member is moved to the opposite position, such as a return spring. No spring is required, and the number of parts and the cost of parts are reduced accordingly.

The invention according to claim 2 is the actuator according to claim 1, wherein the moving member is used as a clutch, and in the clutch, the moving member has one of the first position and the second position. The clutch is used in a power connection / disconnection device that connects and disconnects the driving force of the prime mover in the power transmission system of the vehicle by connecting the clutch to the other of the first position and the second position and releasing the connection when moving to one of the first position and the second position. It is characterized by being.

The present invention has a construction in which the clutch operated by the actuator of the present invention is arranged in the power transmission system of a four-wheel drive vehicle, and even when the excitation of the electromagnet is stopped, the four-wheel drive state is achieved by the magnetic force of the moving member. Since each position of the two-wheel drive state is maintained as it is, the load on the electromagnet and the on-vehicle battery is reduced, and the fuel economy of the prime mover is improved.

Further, even if the operation of the actuator (electromagnet) becomes defective, it is held by the magnetic force of the electromagnet.
Since the wheel drive state or the two-wheel drive state is maintained as it is by the magnetic force of the moving member, the failure mode is good.

Further, a spring such as a return spring for moving the moving member to the opposite position when the excitation of the electromagnet is stopped is unnecessary, and the number of parts and the cost of parts are reduced.

According to the second aspect of the invention, the power connection / disconnection device for connecting / disconnecting the driving force of the prime mover in the power transmission system of the vehicle is a 2-4 switching mechanism arranged in the transfer of a four-wheel drive vehicle. 4 between the switching mechanism and the front differential, which is a front wheel differential device, or 2-
The four switching mechanism includes a coupling for connecting / disconnecting the driving force between the rear differential, which is a rear wheel side differential device, and a hub clutch for connecting / disconnecting the driving force between the drive axle and the wheels.

A third aspect of the present invention is the actuator according to the first aspect, wherein the moving member is used as a clutch, and in the clutch, the moving member has the first position and the second position. When the clutch is moved to either one of the positions, the clutch is disengaged when the clutch is moved to the other of the first position and the second position, and the clutch connects and disconnects the driving mechanism of the prime mover at the input side or the output side of the differential mechanism. It is characterized in that it is used in the intermittent mechanism of the differential device that has.

The present invention has a construction in which the clutch operated by the actuator of the present invention is used as a drive force connecting / disconnecting mechanism of a differential device.

This differential device is used in a four-wheel drive vehicle, and even if the excitation of the electromagnet is stopped, the magnetic force of the moving member maintains the respective positions of the four-wheel drive state and the two-wheel drive state as they are. The burden on the battery is reduced and the fuel economy of the prime mover is improved.

Further, even if the actuator (electromagnet) fails to operate properly, the four-wheel drive state or the two-wheel drive state held by the magnetic force of the electromagnet is retained as it is by the magnetic force of the moving member. Is good.

Further, a spring such as a return spring for moving the moving member to the opposite position when the excitation of the electromagnet is stopped is unnecessary, and the number of parts and the cost of parts are reduced.

In the third aspect of the invention, the intermittent mechanism for intermittently driving the driving force of the prime mover on the input side of the differential mechanism is, for example, arranged between the outer differential case and the inner differential case as in the following embodiments. It is a clutch that has been
The interrupting mechanism that interrupts the driving force of the prime mover at the output side of the differential mechanism is a coupling such as an axle disconnect that is arranged between the differential device and the axle.

According to a fourth aspect of the present invention, in the actuator according to the first aspect, the moving member is used as a clutch, and in the clutch, the moving member has the first position and the second position. It is characterized in that the clutch is used when the clutch is moved to one of the positions, and the connection is released when the clutch is moved to the other of the first position and the second position, and the clutch is used in a differential limiting mechanism of a differential device.

According to the present invention, the clutch operated by the actuator of the present invention is a differential limiting mechanism of the differential device, and even when the excitation of the electromagnet is stopped, the differential limiting state is caused by the magnetic force of the moving member. Since the dynamic free state is maintained, the load on the electromagnet and the on-vehicle battery is reduced, and the fuel economy of the prime mover is improved.

Further, even if the operation of the actuator (electromagnet) becomes defective, the differential limited state or the differential free state, which is held by the magnetic force of the electromagnet, is held as it is by the magnetic force of the moving member. The mode is good.

Further, a spring such as a return spring for moving the moving member to the opposite position when the excitation of the electromagnet is stopped is unnecessary, and the number of parts and the cost of parts are reduced.

[0038]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An actuator 1 according to an embodiment and a front differential 3 using the same will be described with reference to FIGS.

FIGS. 1 and 2 show the actuator 1 and the front differential 3, and FIGS. 3 to 6 show the actuator 1. The left and right directions are the left and right directions in each figure, and members and the like not given reference numerals in the following description are not shown.

The front diff 3 (differential device for distributing the driving force of the engine to the left and right front wheels) is a differential device having a driving force interrupting mechanism on the input side of the differential mechanism and is used for a four-wheel drive vehicle. When driving with two-wheel drive, the drive force to the front wheels is cut off.

The power transmission system of a four-wheel drive vehicle using the front differential 3 includes an engine (motor), a transmission, a transfer, a 2-4 switching mechanism, a front wheel side propeller shaft, a front differential 3, a front axle, and left and right wheels. front wheel,
It consists of a rear wheel propeller shaft, a rear differential (a differential device that distributes engine drive power to the left and right rear wheels), a rear axle, and left and right rear wheels.

The 2-4 switching mechanism constitutes an output interface on the front wheel side of the transfer. As described below, it is operated to disconnect and connect the front diff 3 at the same time, and the driving force to the front wheel side is interrupted.

The driving force of the engine is transmitted from the transmission to the transfer and distributed from the transfer to the front wheel side and the rear wheel side. The driving force distributed to the rear wheels is
It is transmitted from the rear wheel side propeller shaft to the rear differential, and distributed from the rear differential to the left and right rear wheels via the rear axle. The driving force distributed to the front wheels is transmitted from the 2-4 switching mechanism and the front wheel side propeller shaft to the front diff 3 while the 2-4 switching mechanism and the front diff 3 are connected, and the front diff 3 moves forward. It is distributed to the left and right front wheels via the axle, and the vehicle is in a four-wheel drive state (4WD).

When the connection between the 2-4 switching mechanism and the front differential 3 is released, the front wheels are disconnected from the engine, and the vehicle is in the rear-wheel two-wheel drive state (2W).
D).

The front differential 3 is arranged inside the differential carrier, and an oil reservoir is formed inside the differential carrier.

The front differential 3 includes an actuator 1, an outer differential case 5, an inner differential case 7, a bevel gear type differential mechanism 9, a dog clutch 11 (intermittent mechanism arranged on the input side of the differential mechanism: a clutch), a controller and the like. It is configured.

The actuator 1 includes an electromagnet 13,
It is composed of a plunger 15 (moving member) and the like.

The front diff 3 has a double casing structure composed of an outer diff case 5 and an inner diff case 7, and the inner diff case 7 is slidably rotatably supported on the inner periphery of the outer diff case 5. Also, the left and right boss portions 17, 19 formed on the outer differential case 5
Are supported on the differential carrier via thrust bearings.

A ring gear is fixed to the outer differential case 5 with bolts. The ring gear meshes with the drive pinion gear, and the drive pinion gear is formed integrally with the drive pinion shaft. This drive pinion shaft is connected to a transfer 2-4 switching mechanism via a joint and a propeller shaft on the front wheel side, and the driving force of the engine is transmitted from the transfer and 2-4 switching mechanism to this front wheel power transmission system. Rotate the outer differential case 5.

Inside the outer differential case 5, there is arranged a clutch ring 23 having a meshing tooth 21 formed at the left end thereof. The clutch ring 23 is axially movably supported on the inner periphery of the outer differential case 5. .

Further, a meshing tooth 25 is formed at the right end portion of the inner differential case 7, and the dog clutch 11
Is constituted by the meshing teeth 21 of the clutch ring 23 and the meshing teeth 25.

On the left and right sides of the outer differential case 5, openings 27 and 29 through which oil flows in and out are provided at equal intervals in the circumferential direction. Further, leg portions 31 are provided at equal intervals in the circumferential direction at the right end of the clutch ring 23, and these leg portions 31 engage with the right opening 29 and project to the outside.

The clutch ring 23 is moved left and right by the actuator 1 as described below. When the clutch ring 23 is operated to move to the left, the dog clutch 11 meshes with the outer differential case 5 as shown in FIG.
And the inner differential case 7 are connected, and the vehicle enters the four-wheel drive state (4WD).

When the clutch ring 23 returns to the right, the dog clutch 11 is disengaged and the outer differential case 5 and the inner differential case 7 are released, as shown in FIG.
Are separated from each other, and the vehicle enters the two-wheel drive state (2WD).

A thrust washer 33, which receives an operating force from the actuator 1, is arranged between the left end portion of the inner differential case 7 and the outer differential case 5, and the inner differential case 7 is axially left via the thrust washer 33. It is positioned to the side.

The bevel gear type differential mechanism 9 is composed of a plurality of pinion shafts 35, pinion gears 37, left and right output side gears 39, 41 and the like.

The tip of each pinion shaft 35 has through holes 43 formed in the inner differential case 7 at equal intervals in the circumferential direction.
, And is prevented from coming off by a spring pin 45.

The pinion gears 37 are rotatably supported on the respective pinion shafts 35, and the side gears 39,
41 engages with each pinion gear 37 from the left and right.

Each boss portion 47, 4 of the side gears 39, 41
Reference numeral 9 designates bearing portions 51, 5 formed on the outer differential case 5.
3, the left and right front axles are spline-connected to the bosses 47, 49, respectively.

Further, thrust washers 55 are arranged between the side gears 39, 41 and the outer differential case 5, respectively, and receive the thrust force of meshing between the side gears 39, 41.

A spherical washer portion 57 is formed on the inner periphery of the inner differential case 7 so as to face each pinion gear 37, and the centrifugal force of the pinion gear 37 and each side gear 3 are formed.
The meshing reaction with the gears 9, 41 bears the meshing reaction force received by the pinion gear 37.

Electromagnet 13 constituting actuator 1
Is composed of an electromagnetic coil 59 and a pair of cores 61 and 63 which are wrapped from the left and right to be integrated.

The right core 63 is supported by the differential carrier via the support member 65, and the lead wire 67 of the electromagnetic coil 59 is drawn out of the differential carrier and connected to the vehicle-mounted battery via the controller.

The plunger 15 is composed of a permanent magnet 69 and a non-magnetic ring member 71, and the ring member 71 is movably supported on the right boss portion 19 of the outer differential case 5. The permanent magnet 69 is fixed to the outer peripheral side of the ring member 71, and is arranged so as to be axially movable with respect to the inner periphery of the cores 61 and 63 via an appropriate air gap.

Further, since the permanent magnet 69 is centered on the boss portion 19 via the ring member 71, the air gap between the permanent magnet 69 and the cores 61, 63 can be easily adjusted, and the air gap can be optimized. By adjusting, the magnetic loss between them is minimized.

The cores 61 and 63 and the permanent magnet 69 of the plunger 15 form the magnetic path of the electromagnet 13.

By disposing the non-magnetic ring member 71 on the inner peripheral side of the permanent magnet 69, the magnetic force loss of the electromagnet 13 due to the magnetic force leaking to the outer differential case 5 (boss portion 19) side is prevented. ing.

Clutch ring 23 of dog clutch 11
The sliding plate 73 is connected to the armature by an arm 75. A spring portion 77 is provided on the sliding plate 73, and the spring portion 77 urges the clutch ring 23 in the disconnecting direction (right direction) of the dog clutch 11.

The sliding plate 73 is pressed against the ring member 71 by the urging force of the spring portion 77, and the snap ring for limiting the rightward movement range of the ring member 71 (plunger 15) is provided on the boss portion 19. 79 is fixed.

When switching from the two-wheel drive state to the four-wheel drive state, the controller operates the dog clutches 11 and 2
-4 switching mechanism is connected at the same time, 2 from 4 wheel drive state
When switching to the wheel drive state, these connections are released at the same time.

In the four-wheel drive state, as described above, the driving force of the engine is transmitted from the 2-4 switching mechanism to the outer differential case 5 via the front wheel side power transmission system, and the inner differential case 7 via the dog clutch 11. It is driven to rotate. This rotation is distributed from the pinion shaft 35 to the side gears 39 and 41 via the pinion gear 37 and transmitted to the left and right front wheels via the respective axles.

When the vehicle is in the four-wheel drive state, the running performance, the escape performance and the stability on a bad road are improved.

Further, for example, when a driving resistance difference occurs between the front wheels during traveling on a rough road, the driving force of the engine is differentially distributed to the left and right front wheels by the rotation of each pinion gear 37.

In the two-wheel drive state, the dog clutch 11 disconnects the inner differential case 7 from the front wheels to bring the wheel into a free rotation state, and the power transmission system from the 2-4 switching mechanism to the outer differential case 5 changes the driving force of the engine. And separated from both front wheels and
The rotation stops.

As described above, in the two-wheel drive state, the rotation of the front wheel side power transmission system from the 2-4 switching mechanism to the outer differential case 5 is stopped, so that the vibration is reduced and the riding comfort is improved, and the front wheel side is improved. Wear is reduced in each part of the power transmission system to improve durability, and further, the load on the engine is reduced by the reduction of the rotational resistance, and the fuel efficiency is improved.

The controller determines that the vehicle is in the two-wheel drive state (2
When switching between WD) and the four-wheel drive state (4WD), the electromagnet 13 is excited and then the excitation is stopped. Also, 2
When switching between WD and 4WD, exciting currents in mutually opposite directions are applied to the electromagnet 13, and the polarities of the electromagnet 13 are reversed.

As shown in FIGS. 3 to 6, the plunger 15 (permanent magnet 69) is arranged so that the left side is the N pole and the right side is the S pole.

As described above, in FIG. 1, the dog clutch 1
1 is in the 4WD state by meshing, and in FIG. 2, the dog clutch 11 is disengaged and is in the 2WD state.

From the 2WD state shown in FIG. 2, the electromagnet 13 is moved to the state shown in FIG.
When magnetized with a polarity as shown in FIG. 6, a magnetic loop 81 is generated, and the plunger 15 (permanent magnet 69 and ring member 71) moves leftward as indicated by an arrow 83 against the biasing force of the spring portion 77 of the sliding plate 73. Then, the clutch ring 23 moves to the left, the dog clutch 11 is engaged as shown in FIG. 1, and the vehicle is switched to 4WD.

Further, when the excitation of the electromagnet 13 is stopped in the state of FIG. 3, the magnetic force of the permanent magnet 69 causes the plunger 15 to engage with the dog clutch 11 against the urging force of the spring portion 77, as shown in FIG. Position (1st position)
The vehicle is held at 4WD.

Further, when the electromagnet 13 is excited to the opposite polarity to that of FIG. 3 from the state of FIG. 4 as shown in FIG.
Occurs and the plunger 15 (permanent magnet 6
9 and the ring member 71) move to the right, the clutch ring 23 moves to the right, and as shown in FIG.
The engagement of 1 is released, and the vehicle is switched to 2WD.

Further, when the excitation of the electromagnet 13 is stopped in the state of FIG. 5, the plunger 15 is held at the disengagement position (second position) of the dog clutch 11 by the magnetic force of the permanent magnet 69 as shown in FIG. The vehicle is held at 2WD.

In this way, the actuator 1 and the front differential 3 are constituted.

In the actuator 1, the plunger 15 which is moved by the electromagnet 13 is constructed by using the permanent magnet 69. Therefore, even if the excitation of the electromagnet 13 is stopped, the magnetic force of the permanent magnet 69 causes the dog clutch 11 to engage and engage with each other. The released positions (4WD state and 2WD state) are held.

Therefore, in order to maintain the 4WD state and the 2WD state of the vehicle, it is not necessary to continue to excite the electromagnet 3, the load on the electromagnet 13 and the battery is reduced, and the fuel efficiency of the engine is improved.

Even if the operation of the actuator 1 (electromagnet 13) becomes defective, the 4WD state and the 2WD state, which were held by the magnetic force of the electromagnet 13, are held as they are by the magnetic force of the permanent magnet 69. Is good.

Further, since the plunger 15 is moved to both the coupling position and the coupling releasing position of the dog clutch 11 by the magnetic force of the electromagnet 13, the plunger 15 is moved to the coupling releasing position of the dog clutch 11 when the excitation of the electromagnet 13 is stopped. It is possible to omit the spring portion 77 of the sliding plate 73 to be moved, and in that case, the number of parts and the cost of parts are reduced accordingly.

In the present invention, the polarity of the plunger may be either N pole or S pole in either axial direction,
For example, in the above embodiment, the plunger 15 (permanent magnet 69) may have the south pole in the axial left side.

Further, in the present invention, the clutch is not limited to the mesh clutch as in the embodiment, but may be a friction clutch such as a single plate clutch, a multi-plate clutch or a conical clutch.

The differential device using the actuator of claim 3 can be used for both the front differential and the rear differential.

Further, the differential device using the actuator according to claim 4 can be used for any of the front differential, the rear differential, and the center differential (differential device for distributing the driving force of the engine to the front wheels and the rear wheels). .

[0092]

In the actuator of claim 1, since the position is held by the magnetic force of the moving member even when the excitation of the electromagnet is stopped, it is not necessary to continue to excite the electromagnet to maintain the position. The burden is reduced.

Further, even if the actuator (electromagnet) malfunctions, the state held by the magnetic force of the electromagnet is maintained as it is, so the failure mode is good.

Further, when the excitation of the electromagnet is stopped, the spring for moving the moving member to the opposite position is unnecessary, and the number of parts and the parts cost are reduced accordingly.

According to the actuator of claim 2, the clutch operated by the actuator is used in the power transmission system of the four-wheel drive vehicle so that even if the excitation of the electromagnet is stopped, the magnetic force of the moving member causes the four-wheel drive state. The two-wheel drive state is maintained, the burden on the electromagnet and the on-vehicle battery is reduced,
The fuel economy of the prime mover is improved.

In addition to this, the actuator of claim 2 can obtain the same effect as that of the structure of claim 1.

According to the actuator of claim 3, the clutch operated by the actuator is used in the drive force connecting / disconnecting mechanism of the differential device, so that even if the excitation of the electromagnet is stopped, the magnetic force of the moving member causes the four-wheel drive state and the two-wheel drive state. The wheel drive state is maintained, the load on the electromagnet and the battery is reduced, and the fuel economy of the prime mover is improved.

In addition to this, the actuator of claim 3 has the same effect as that of the structure of claim 1.

According to the actuator of claim 4, the clutch operated by the actuator is used in the differential limiting mechanism of the differential device, so that even if the excitation of the electromagnet is stopped, the differential between the differential limiting state and the magnetic force of the moving member. The dynamic free state is maintained, the load on the electromagnet and the vehicle-mounted battery is reduced, and the fuel economy of the prime mover is improved.

In addition to this, the actuator of claim 4 can obtain the same effect as that of the structure of claim 1.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing an actuator of an embodiment and a 4WD state of a differential device using the actuator.

FIG. 2 is a cross-sectional view showing an actuator of one embodiment and a 2WD state of a differential device using the actuator.

FIG. 3 is a cross-sectional view showing an actuator of one embodiment, showing a state where an electromagnet is excited.

FIG. 4 is a cross-sectional view showing a state in which the excitation of the electromagnet is stopped after the operation of FIG.

5 is a cross-sectional view showing an actuator of one embodiment, showing a state in which an electromagnet is excited by a current in a direction opposite to that in FIG.

FIG. 6 is a cross-sectional view showing a state in which the excitation of the electromagnet is stopped after the operation of FIG.

FIG. 7 is a sectional view of a conventional example.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Actuator 3 Front differential (differential device) 9 Differential mechanism 11 Dog clutch (intermittent mechanism arranged on the input side of the differential mechanism: clutch) 13 Electromagnet 15 Plunger (moving member) 69 Permanent magnet (moving member)

Continued front page    F-term (reference) 3D036 GA14 GA38 GB05 GD02 GD08                       GF04 GF10 GH10 GH12 GH15                       GH26 GJ17                 3J027 FA07 FB04 HA03 HB07 HC17                       HC29 HG07 HH11 HH16                 5E048 AB06 AC05 AD01 AD07                 5H633 BB08 BB15 GG02 GG04 GG06                       GG16 HH03 HH09 HH25 JB06

Claims (4)

[Claims] 1. An actuator for moving a moving member between a first position and a second position by a magnetic force of an electromagnet, wherein the moving member is a permanent magnet, and the electromagnet is excited by a current in one direction. Then, the moving member moves to the first position, and when the electromagnet is excited by a current in the opposite direction, the moving member moves to the second position and the electromagnet is excited at each position. When stopped, the moving member holds each position by its magnetic force. 2. The invention according to claim 1, wherein the moving member is used as a clutch, and in the clutch, the moving member moves to one of the first position and the second position. Then they are connected,
The actuator is characterized in that the connection is released when the clutch moves to the other of the first position and the second position, and the clutch is used in a power interrupting device that interrupts the driving force of the prime mover in the power transmission system of the vehicle. 3. The invention according to claim 1, wherein the moving member is used as a clutch, and in the clutch, the moving member moves to one of the first position and the second position. Then they are connected,
When the clutch is moved to the other of the first position and the second position, the connection is released, and the clutch is used for the connection / disconnection mechanism of the differential device having the connection / disconnection mechanism for connecting / disconnecting the driving force of the prime mover at the input side or the output side of the differential mechanism. An actuator characterized by being provided. 4. The invention according to claim 1, wherein the moving member is used as a clutch, and in the clutch, the moving member moves to one of the first position and the second position. Then they are connected,
An actuator characterized in that the connection is released when the clutch is moved to the other of the first position and the second position, and the clutch is used in a differential limiting mechanism of a differential device.