JP6064700B2 - Electromagnetic clutch device, four-wheel drive vehicle, electromagnetic clutch control method, and four-wheel drive vehicle control method - Google Patents

Description

  The present invention relates to an electromagnetic clutch device, a four-wheel drive vehicle, a method for controlling an electromagnetic clutch, and a method for controlling a four-wheel drive vehicle that couple a pair of rotating members that can rotate relative to each other so as to be able to transmit torque.

  Conventionally, in a four-wheel drive vehicle configured to always transmit the driving force of the engine as a driving source to the front wheels and transmit the driving force of the engine to the rear wheels according to the traveling state, There is one in which a clutch is arranged on each of the front wheel side and the rear wheel side of a propeller shaft that transmits driving force (see, for example, Patent Document 1).

  In the four-wheel drive vehicle described in Patent Document 1, a meshing clutch is disposed on the front wheel side of the propeller shaft, and a multi-plate clutch that transmits driving force by friction is disposed on the rear wheel side of the propeller shaft. During two-wheel drive where the driving force is transmitted only to the front wheels, the transmission of the driving force by the meshing clutch and the multi-plate clutch is interrupted to stop the rotation of the propeller shaft, and the sliding resistance accompanying the rotation of the propeller shaft In addition, the fuel consumption rate is reduced by reducing the agitation resistance of the lubricating oil by the gear connected to the propeller shaft.

JP 2004-9954 A

  By the way, the meshing clutch cannot connect the two rotating shafts so that the driving force can be transmitted unless the rotations of the input-side rotating shaft and the output-side rotating shaft are synchronized. In the four-wheel drive vehicle described in Patent Document 1, when shifting from the two-wheel drive state to the four-wheel drive state, first, the rotational force of the rear wheel accompanying traveling is transmitted to the propeller shaft by the multi-plate clutch, and the propeller shaft is rotated. Thus, the control system is configured to operate the meshing clutch after synchronizing the rotations of both rotary shafts of the meshing clutch in advance.

  However, for example, when turning in a two-wheel drive state or when slipping occurs on the wheels, differential rotation occurs on the front and rear wheels, so the propeller shaft is rotated by the operation of the multi-plate clutch on the rear wheel side. However, the rotations of the two rotating shafts of the meshing clutch cannot be synchronized. For this reason, the engagement clutch cannot be operated when it should shift to the four-wheel drive state where the driving force of the engine is transmitted also to the rear wheel side, and there may be a case where it cannot shift to the four-wheel drive state.

  Therefore, the present invention synchronizes the rotations of both the rotating members and meshes the rotating members even when the rotations of the first rotating member and the second rotating member that are coupled so as to transmit torque are not synchronized. An object of the present invention is to provide an electromagnetic clutch device and a four-wheel drive vehicle that can be coupled.

  In order to achieve the above object, the present invention provides the electromagnetic clutch device, the four-wheel drive vehicle, the electromagnetic clutch control method, and the four-wheel drive vehicle control method of [1] to [7].

[1] An electromagnetic clutch device that connects a first rotating member and a second rotating member that can rotate relative to each other so as to be able to transmit torque, the first rotating member being connected to the first rotating member so as not to be relatively rotatable. A friction mechanism having a second friction member coupled to the second rotation member so as not to rotate relative to the second rotation member, an electromagnetic coil for generating an electromagnetic force by energization, and the electromagnetic coil side by the electromagnetic force An armature that moves and frictionally engages the first friction member and the second friction member, and is connected to the second rotation member so as not to be relatively rotatable, and meshes with the second rotation member to engage the first A locking sleeve that is axially movable between a first position that does not mesh with the first rotating member and a second position that meshes with the first rotating member and the second rotating member, and is supported according to the movement of the armature. Centered on axis And a pressing member that presses the lock sleeve to move from the first position to the second position by the rotation, and the pressing member is rotatably supported by the support shaft. A first arm portion that rotates the supported portion by being displaced according to movement of the armature by the electromagnetic force, and a second arm portion that protrudes from the supported portion and presses the lock sleeve. , Electromagnetic clutch device.

[2] The pressing member according to [1], wherein the supported portion is formed by a torsion coil spring, and the second arm portion elastically presses the lock sleeve by rotation about the support shaft. Electromagnetic clutch device.

[3] An outer cylindrical member connected to one of the first rotating member and the second rotating member so as not to be relatively rotatable, and the other of the first rotating member and the second rotating member. The first friction member is connected to the outer cylindrical member so as not to be relatively rotatable and axially movable, and the second friction member is further connected to the outer cylindrical member. The armature is connected to the inner cylindrical member so as not to be relatively rotatable and axially movable, and the armature presses the first friction member and the second friction member in the axial direction of the outer cylindrical member and the inner cylindrical member. The electromagnetic clutch device according to [1] or [2], which is frictionally engaged.

[4] The electromagnetic clutch device according to any one of [1] to [3], a pair of left and right main drive wheels to which a driving force of a drive source is always transmitted, and the pair of left and right main drive wheels, respectively. A differential device on the side of a main drive wheel having a pair of connected side gears and a differential case that accommodates the pair of side gears, and a pair of left and right auxiliary drive wheels to which the drive force of the drive source is transmitted according to the traveling state of the vehicle A pair of side gears respectively connected to the pair of left and right auxiliary drive wheels, and a differential device on the side of the auxiliary drive wheels having a differential case that accommodates the pair of side gears, from the main drive wheel side to the auxiliary drive wheel side A driving force transmission shaft for transmitting a driving force, wherein one of the first rotating member and the second rotating member is a differential device on the main drive wheel side. Coupled to said differential case, the first of the other rotary member of the rotary member and the second rotary member connected to said driving force transmission shaft, four-wheel drive vehicle.

[5] The four-wheel drive vehicle according to [4], further including an interrupting device capable of interrupting transmission of driving force from the driving force transmission shaft to the pair of auxiliary driving wheels.

[6] The electromagnetic clutch control method according to any one of [1] to [3], wherein the current value when the lock sleeve is held in the second position is set to A method of controlling an electromagnetic clutch that is smaller than a maximum value of a current applied to the electromagnetic coil when moving from the state of one position to the second position.

[7] The method for controlling a four-wheel drive vehicle according to [4] or [5], wherein the current value when the lock sleeve is held in the second position is the lock sleeve in the first position. A control method for a four-wheel drive vehicle that is smaller than a maximum value of a current applied to the electromagnetic coil when moving from a state to the second position.

  According to the present invention, even when the rotations of the first rotating member and the second rotating member that are coupled so as to be able to transmit the driving force are not synchronized, the rotations of both the rotating members are synchronized and the both rotating members are engaged. It becomes possible to connect by.

1 is a schematic configuration diagram of a four-wheel drive vehicle equipped with an electromagnetic clutch device according to an embodiment of the present invention. It is a perspective view which shows the whole structure of an electromagnetic clutch apparatus. It is sectional drawing which shows the principal part of an electromagnetic clutch apparatus, (a) has shown the non-operation state of the electromagnetic clutch apparatus, (b) has shown the operation state of the electromagnetic clutch apparatus. It is a figure for demonstrating the relative positional relationship of an inner cylindrical member, an armature, and a pressing member, (a) is a front view which shows the state which each combined, (b) is a front view of an inner cylindrical member, (C) is a front view of an armature. A pressing member is shown, (a) is a front view, (b) is a plan view, and (c) is a side view.

  Hereinafter, an electromagnetic clutch device according to an embodiment of the present invention and a four-wheel drive vehicle including the same will be described in detail with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a four-wheel drive vehicle equipped with an electromagnetic clutch device according to an embodiment of the present invention. The four-wheel drive vehicle 200 includes a drive force transmission system 201, an engine 202 as a drive source, a transmission 203, front wheels 204L and 204R as main drive wheels, and rear wheels 205L and 205R as auxiliary drive wheels. In each figure, the letter “L” in the code is used to mean the left side with respect to the forward direction of the four-wheel drive vehicle 200, and the letter “R” means the right side with respect to the forward direction of the four-wheel drive vehicle 200.

  The driving force transmission system 201 is disposed together with the front differential 206 and the rear differential 207 on a driving force transmission path from the transmission 203 to the front wheels 204L and 204R and the rear wheels 205L and 205R in the four-wheel drive vehicle 200. Further, the driving force transmission system 201 is driven by the propeller shaft 2 as a driving force transmission shaft that transmits the driving force (torque) of the engine 202 from the front wheels 204L and 204R to the rear wheels 205L and 205R, and driven by the propeller shaft 2. The electromagnetic clutch device 3 arranged at a position where the transmission of the driving force can be cut off on the upstream side of the force transmission path and the position where the transmission of the driving force from the propeller shaft 2 to the rear wheels 205L, 205R can be cut off. Torque coupling 100.

  The electromagnetic clutch device 3 and the torque coupling 100 are controlled by an ECU (Electronic Control Unit) 10 as a control unit. The ECU 10 is connected to a first rotation sensor 10 a that detects the rotation speed of the front differential case 212 and a second rotation sensor 10 b that detects the rotation speed of the propeller shaft 2.

  The driving force of the engine 202 is always transmitted to the front wheels 204L and 204R via the transmission 203 and the front differential 206. The driving force of the engine 202 is transmitted to the rear wheels 205L and 205R via the transmission 203, the electromagnetic clutch device 3, the propeller shaft 2, the rear differential 207, and the torque coupling 100 according to the traveling state of the vehicle. The ECU 10 controls the electromagnetic clutch device 3 and the torque coupling 100 on the basis of a traveling state such as a differential rotational speed between the front wheels 204L and 204R and the rear wheels 205L and 205R and an acceleration operation amount by an accelerator pedal by a driver.

  The front differential 206 includes left and right side gears 209L and 209R, a pair of pinion gears 210, a pinion shaft 211 that rotatably supports the pinion gear 210, and a front differential case 212 that supports the pinion shaft 211. The driving force output from the transmission 203 is directly transmitted to the front differential case 212 by the meshing of the gears.

  The side gear 209L is connected to the left front wheel 204L via the axle shaft 208L on the front wheel side. The side gear 209R is connected to the right front wheel 204R via the axle shaft 208R on the front wheel side. The pair of pinion gears 210 mesh with the side gears 209L and 209R with their gear axes orthogonal to each other. Further, the front differential case 212 is formed with a cylindrical portion 212a extending along the axle shaft 208R.

  The rear differential 207 includes left and right side gears 214L and 214R, a pair of pinion gears 215, a pinion shaft 216 that rotatably supports the pinion gear 215, and a rear differential case 217 that supports the pinion shaft 216. The side gear 214L is connected to the left rear wheel 205R via the torque coupling 100 and the rear axle axle shaft 213L. The side gear 214R is connected to the right rear wheel 205R via a rear wheel axle shaft 213R.

  A front wheel side bevel gear mechanism 220 including a drive pinion 218 and a ring gear 219 that are meshed with each other is disposed at the front wheel side end of the propeller shaft 2. The drive pinion 218 rotates integrally with the propeller shaft 2, and the ring gear 219 is fixed to the output shaft member 5 of the electromagnetic clutch device 3 described later. In addition, a rear wheel side bevel gear mechanism 223 including a drive pinion 221 and a ring gear 222 that mesh with each other is disposed at the rear wheel side end of the propeller shaft 2. The drive pinion 221 rotates integrally with the propeller shaft 2, and the ring gear 222 is fixed to the rear differential case 217.

  The torque coupling 100 includes a cylindrical housing 101 connected to the side gear 214L of the rear differential 207 in a relatively non-rotatable manner, an axial inner shaft 102 connected to the axle shaft 213L in a relatively non-rotatable manner, and the housing 101 and the inner The multi-plate clutch 103 disposed between the shaft 102, the electromagnetic coil 104 to which current is supplied from the ECU 10, and the magnetic force of the electromagnetic coil 104, and is based on relative rotation between the housing 101 and the inner shaft 102. And a cam mechanism 105 that presses the plate clutch 103. In the torque coupling 100, the cam mechanism 105 presses the multi-plate clutch 103 with a cam thrust according to the energization amount of the electromagnetic coil 104, and transmits a driving force between the housing 101 and the inner shaft 102.

  For example, if transmission of driving force from the side gear 214L to the axle shaft 213L is cut off with the amount of current supplied to the electromagnetic coil 104 of the torque coupling 100 being zero, the side gears 214L and 214R and the pair of pinion gears 215 are idled, thereby causing the axle shaft 2 to rotate. Transmission of driving force to the shaft 213R is also blocked. That is, the torque coupling 100 is an aspect of the interrupting device of the present invention capable of interrupting transmission of driving force from the propeller shaft 2 to the rear wheels 205L and 205R.

[Entire configuration of electromagnetic clutch device 3]
FIG. 2 is a perspective view showing the overall configuration of the electromagnetic clutch device 3. FIG. 3 is a cross-sectional view showing the main part of the electromagnetic clutch device 3, (a) showing the non-operating state of the electromagnetic clutch device 3, and (b) showing the operating state of the electromagnetic clutch device 3. FIG. 4 is a view for explaining the relative positional relationship between the inner cylindrical member 85 shown in FIGS. 2 and 3 and the armature 9 and the pressing member 11, and (a) shows a state in which they are combined. FIG. 4B is a front view of the inner cylindrical member 85, and FIG. 4C is a front view of the armature 9.

  The electromagnetic clutch device 3 includes an input shaft member 4 to which the driving force of the engine 202 is input from the front differential case 212, an output shaft member 5 that outputs the input driving force to the propeller shaft 2 side, and an electromagnetic that generates electromagnetic force when energized. Coil 6, magnetic path constituting member 7 that forms a magnetic path generated by electromagnetic coil 6, friction mechanism 8 that operates by energization of electromagnetic coil 6, armature 9 that moves to electromagnetic coil 6 side by electromagnetic force of electromagnetic coil 6, armature 9, a pressing member 11 that rotates in accordance with the movement of 9, and a lock sleeve 12 that connects the input shaft member 4 and the output shaft member 5 so as not to rotate relative to each other by being pressed by the pressing member 11.

  The input shaft member 4 and the output shaft member 5 share the rotation axis O and can rotate relative to each other on the rotation axis O. The output shaft member 5 is an aspect of the first rotating member of the present invention. The input shaft member 4 is an aspect of the second rotating member of the present invention. The electromagnetic clutch device 3 connects the input shaft member 4 and the output shaft member 5 so that torque can be transmitted.

(Configuration of input shaft member 4)
The input shaft member 4 is a bottomless cylindrical member having first to fourth cylindrical portions 4a to 4d that are open in both axial directions and have different outer diameters. The second cylindrical portion 4b on the one axial end side (right front wheel 204R side) of the input shaft member 4 is rotatably supported on the inner peripheral surface 7c of the magnetic path constituting member 7 via the needle roller bearing 42. ing. The fourth cylindrical portion 4 d on the other end side (front differential case 212 side) is rotatably accommodated in the device case 30 of the electromagnetic clutch device 3 via the ball bearing 41.

  A front axle shaft 208 </ b> R is inserted through the input shaft member 4. Further, the input shaft member 4 is connected to the cylindrical portion 212a of the front differential case 212 in a relatively non-rotatable manner at the end portion on the fourth cylindrical portion 4d side. On the outer peripheral surface of the cylindrical portion 4d, a straight spline fitting portion 4f that is spline fitted to the inner surface of the cylindrical portion 212a of the front differential case 212 is provided. Thus, the input shaft member 4 receives the driving torque of the engine 202 from the front differential case 212 and rotates around the rotation axis O.

  A seal mechanism 31 is attached to the inner surface 30a of the device case 30 so as to be interposed between one end side in the axial direction (right front wheel 204R side) and the outer peripheral surface of the axle shaft 208R on the front wheel side. A seal mechanism 32 is attached to the inner surface 30a of the device case 30 between the other end side in the axial direction (front differential case 212 side) and the outer peripheral surface of the cylindrical portion 212a of the front differential case 212. As a material of the device case 30, for example, a magnetic material such as an iron-based metal is used.

  The first cylindrical portion 4a is disposed between the second cylindrical portion 4b and the third cylindrical portion 4c, and is disposed at an intermediate portion in the axial direction of the input shaft member 4. The outer diameter of the first cylindrical portion 4a is larger than the outer diameter of the second cylindrical portion 4b and smaller than the outer diameter of the third cylindrical portion 4c. A straight spline fitting portion 4e is provided on the outer peripheral surface of the first cylindrical portion 4a.

(Configuration of output shaft member 5)
The output shaft member 5 is a bottomless cylindrical member having first to fourth cylindrical portions 5a to 5d that are open in both axial directions and have different outer diameters. The output shaft member 5 has tapered roller bearings 51 and 52 fitted on the first cylindrical portion 5a and the fourth cylindrical portion 5d at both ends in the axial direction, respectively, and is rotatably accommodated in the device case 30 of the electromagnetic clutch device 3. Has been. The input shaft member 4 is inserted through the output shaft member 5. The output shaft member 5 is connected to the input shaft member 4 by a lock sleeve 12 described later, and receives the rotational force of the input shaft member 4 and outputs it to the propeller shaft 2.

  The first cylindrical portion 5a is disposed so as to protrude from the second cylindrical portion 5b to one end portion in the axial direction of the output shaft member 5 (the end portion on the right front wheel 204R side). A spline fitting portion 5e that is spline fitted with the outer cylindrical member 80 of the friction mechanism 8 is provided. Further, a straight spline fitting portion 5f that can be spline fitted to the lock sleeve 12 is provided on the inner peripheral side of the proximal end portion of the cylindrical portion 5a.

  The second cylindrical portion 5b is disposed between the first cylindrical portion 5a and the third cylindrical portion 5c, and has a diameter continuously increased from the third cylindrical portion 5c. A ring gear 219 of a bevel gear mechanism 220 on the front wheel side is provided on the outer peripheral surface of the second cylindrical portion 5b.

  The third cylindrical portion 5c is disposed between the second cylindrical portion 5b and the fourth cylindrical portion 5d of the output shaft member 5, and is externally fitted to the cylindrical portion 4a of the input shaft member 4 therein. A coil spring 120 is disposed.

(Configuration of electromagnetic coil 6)
The electromagnetic coil 6 includes an annular coil portion 60 and a holder portion 61 that accommodates the annular coil portion 60. The electromagnetic coil 6 is accommodated in an accommodation space 30 b provided in the device case 30 and is prevented from being detached by a retaining ring 62. The electromagnetic coil 6 forms a magnetic path M (shown in FIG. 3B) across the holder portion 61, the magnetic path constituent member 7, and the armature 9 by energizing the coil portion 60 under the control of the ECU 10. An electromagnetic force for moving the armature 9 to the electromagnetic coil 6 side is generated.

(Configuration of magnetic path component 7)
The magnetic path constituting member 7 is a cylindrical member disposed so as to cover the radially outer side of the second cylindrical portion 4 b at one end in the axial direction of the input shaft member 4, and is a cylindrical first magnetic member 71. And a ring-shaped nonmagnetic member 72 fixed to the outer peripheral side of the first magnetic member 71 by welding, and an annular second magnetic member 73 fixed to the outer peripheral side of the nonmagnetic member 72 by welding. doing. A ball bearing 40 is disposed between the first magnetic member 71 and the inner surface 30 a of the device case 30. The second magnetic member 73 is provided with an annular groove 73a into which the open end of the large-diameter cylindrical portion 81 in the outer cylindrical member 80 of the friction mechanism 8 described later can enter.

(Configuration of friction mechanism 8)
The friction mechanism 8 is disposed on the opposite side of the magnetic path constituting member 7 from the electromagnetic coil 6, and includes an outer cylindrical member 80, an inner cylindrical member 85 disposed radially inward thereof, and a space between these cylindrical members. The outer clutch plates 83 and 84 and the inner clutch plate 87 are provided in the inner space formed in the inner space.

  The outer cylindrical member 80 is a cylindrical member that opens in both axial directions, and has a large-diameter cylindrical portion 81 and a small-diameter cylindrical portion 82 on the electromagnetic coil 6 side. A straight spline fitting portion 81a is formed on the inner periphery of the large-diameter cylindrical portion 81, and the two outer clutch plates 83 and 84 cannot rotate relative to the outer cylindrical member 80 by spline fitting with the straight spline fitting portion 81a. It is connected so as to be movable in the axial direction. The outer cylindrical member 80 is an aspect of the outer cylindrical member of the present invention. The outer clutch plates 83 and 84 are one mode of the first friction member of the present invention.

  A spline fitting portion 82a is provided on the outer periphery of the small diameter cylindrical portion 82, and the spline fitting portion 82a is spline fitted to the spline fitting portion 5e of the first cylindrical portion 5a of the output shaft member 5. Yes. Thereby, the outer cylindrical member 80 is connected to the output shaft member 5 so as not to be relatively rotatable. Further, the outer clutch plates 83 and 84 are connected to the output shaft member 5 through the outer cylindrical member 80 so as not to be relatively rotatable.

  The inner cylindrical member 85 is a cylindrical member that opens in both axial directions, and a straight spline fit that is spline-fitted to the straight spline fitting portion 4e of the cylindrical portion 4a of the input shaft member 4 on the entire inner peripheral surface thereof. A joining portion 85a is formed. Thereby, the inner cylindrical member 85 is connected to the input shaft member 4 so as not to be relatively rotatable. The inner cylindrical member 85 is formed by the spacer 45 and the shim 46 disposed between the retaining ring 44 attached to the first cylindrical portion 4a of the input shaft member 4 and the magnetic path constituting member 7, and the input shaft member 4 and Axial movement with respect to the output shaft member 5 is restricted.

  A straight spline fitting portion 85 b is formed on the outer peripheral surface of the inner cylindrical member 85. The straight spline fitting portion 85b is spline fitted to a straight spline fitting portion 9a formed on the inner peripheral surface of an armature 9 described later. Thereby, the armature 9 can move back and forth in the axial direction on the outer peripheral surface of the inner cylindrical member 85.

  Further, a projecting portion 86 is formed so as to protrude from the outer end edge of the inner cylindrical member 85 on the electromagnetic coil 6 side in parallel to the axis thereof toward the magnetic path constituting member 7 side. A straight spline fitting portion 85 b extends on the outer peripheral surface of the overhang portion 86. One inner clutch plate 87 is connected to the inner cylindrical member 85 so as not to rotate relative to the inner cylindrical member 85 by spline fitting to the straight spline fitting portion 85b in the overhanging portion 86.

  The inner clutch plate 87 is disposed between one outer clutch plate 83 and the other outer clutch plate 84. The inner cylindrical member 85 is an aspect of the inner cylindrical member of the present invention. The inner clutch plate 87 is an aspect of the second friction member of the present invention. The inner clutch plate 87 is connected to the input shaft member 4 through the inner cylindrical member 85 so as not to be relatively rotatable.

  As shown in FIG. 4B, a plurality of (six) notches 85c are provided at intervals of 60 ° in the circumferential direction at the outer peripheral end of the inner cylindrical member 85. Each notch 85c has a substantially rectangular shape when viewed from the front, and a cylindrical support shaft 85d is erected from the bottom surface on the radially inner side toward the radially outer side.

(Configuration of armature 9)
The armature 9 is made of a magnetic material such as an iron-based metal, for example, and is an annular plate-like member whose thickness direction is a direction parallel to the rotation axis O. On the inner peripheral surface of the armature 9, a straight spline fitting portion 9a that is spline-fitted to the straight spline fitting portion 85b on the outer peripheral side of the inner cylindrical member 85 is formed. In the present embodiment, the straight spline fitting portion 9a is formed at a portion facing the straight spline fitting portion 85b of the inner cylindrical member 85, and the facing portion 9b facing the notch portion 85c of the inner cylindrical member 85 includes Straight splines are not formed.

  On one plane (surface on the electromagnetic coil 6 side) orthogonal to the thickness direction of the armature 9, a plurality (six) concave grooves 9c are formed at equal intervals along the circumferential direction. The concave groove 9c is formed in a radial shape so as to be recessed in the thickness direction from one plane facing the outer clutch plate 83. 4A and 4C, the concave groove 9c is indicated by a broken line.

  When the electromagnetic coil 6 is energized, as shown in FIG. 3 (b), the magnet case straddles the device case 30, the magnetic path constituting member 7, the outer clutch plates 83 and 84, the inner clutch plate 87, and the armature 9. A path M is formed, and the armature 9 moves to the electromagnetic coil 6 side by the electromagnetic force of the electromagnetic coil 6. Due to the movement of the armature 9, the outer clutch plates 83 and 84 and the inner clutch plate 87 are pressed in the axial direction of the outer cylindrical member 80 and the inner cylindrical member 85 to be frictionally engaged. The outer clutch plates 83 and 84 and the inner clutch plate 87 are provided with a plurality of arc-shaped slits that suppress short-circuiting of magnetic flux in the central portion in the radial direction.

  Due to the frictional engagement between the outer clutch plates 83, 84 and the inner clutch plate 87, the driving torque input to the input shaft member 4 is transmitted to the output shaft member 5 via the inner cylindrical member 85 and the outer cylindrical member 80.

(Configuration of the pressing member 11)
5A and 5B show the pressing member 11, where FIG. 5A is a front view, FIG. 5B is a plan view, and FIG. 5C is a side view.

  As shown in FIG. 5, the pressing member 11 is formed by bending a wire made of spring steel such as SUP material, and is supported by a supported portion 11 a that is rotatably supported by a support shaft 85 d of the inner cylindrical member 85. It has the 1st arm part 11b and the 2nd arm part 11c integral with the support part 11a. The supported portion 11a is formed by a torsion coil spring in which a wire is spirally wound a plurality of times into a cylindrical shape. The support shaft 85d of the inner cylindrical member 85 is fitted into the space 11d formed inside the supported portion 11a. The pressing member 11 is supported by the support shaft 85d and rotates around the central axis 11e of the supported portion 11a.

  The first arm portion 11b protrudes in a direction parallel to the central axis 11e of the supported portion 11a outside the supported portion 11a. The second arm portion 11c protrudes so as to extend in the tangential direction on the outer peripheral surface of the supported portion 11a. The 2nd arm part 11c is provided in the position which cross | intersects the straight line which connects the 1st arm part 11b and the central axis 11e of the to-be-supported part 11a in the front view shown to Fig.5 (a). The distance between the distal end portion of the second arm portion 11c and the central axis 11e is longer than the distance between the distal end portion of the first arm portion 11b and the central axis 11e.

  The first arm portion 11b is accommodated in the concave groove 9c of the armature 9, and is displaced toward the electromagnetic coil 6 side according to the movement of the armature 9 due to the electromagnetic force of the electromagnetic coil 6, thereby rotating the supported portion 11a.

  The second arm portion 11c comes into contact with the axial end surface of the lock sleeve 12, and the lock sleeve is rotated by rotation about the support shaft 85d of the supported portion 11a as the armature 9 moves to the electromagnetic coil 6 side. 12 is elastically pressed against the output shaft member 5 side.

(Configuration of lock sleeve 12)
As shown in FIGS. 2 and 3, the lock sleeve 12 is formed so as to protrude radially outward from the outer peripheral surface of the cylindrical portion 12a and one axial end portion (end portion on the electromagnetic coil 6 side) of the cylindrical portion 12a. And a flange 12b. A straight spline fitting portion 12c is formed inside the cylindrical portion 12a, and the straight spline fitting portion 12c is spline fitted to the straight spline fitting portion 4e of the cylindrical portion 4a of the input shaft member 4. Thereby, the lock sleeve 12 is connected to the input shaft member 4 so as not to rotate relative to the input shaft member 4, and is movable in the axial direction of the input shaft member 4 by receiving the pressing force of the pressing member 11.

  A straight spline fitting portion 12d that can be splined to the straight spline fitting portion 5f of the output shaft member 5 is formed on the outer peripheral surface of the flange portion 12b. Thereby, the lock sleeve 12 moves along the input shaft member 4 toward the output shaft member 5, so that the straight spline fitting portion 12 d of the flange portion 12 b becomes the straight spline fitting portion 5 f of the output shaft member 5. Mating.

  That is, the lock sleeve 12 is between the input shaft member 4 between the first position that meshes with the input shaft member 4 and does not mesh with the output shaft member 5, and the second position that meshes with both the input shaft member 4 and the output shaft member 5. 4 is movable in the axial direction. FIG. 3A shows a state where the lock sleeve 12 is in the first position, and FIG. 3B shows a state where the lock sleeve 12 is in the second position. The pressing member 11 presses the lock sleeve 12 to move from the first position to the second position by rotation according to the movement of the armature 9 toward the electromagnetic coil 6 side.

  The lock sleeve 12 is urged toward the inner cylindrical member 85 by a coil spring 120 that is externally fitted to the first cylindrical portion 4 a of the input shaft member 4. The coil spring 120 has one end in the longitudinal direction in contact with the stepped portion 4g between the first cylindrical portion 4a and the third cylindrical portion 4c in the input shaft member 4, and the other end is an axial end surface of the lock sleeve 12. (The end surface opposite to the end surface with which the second arm portion 11c of the pressing member 11 abuts).

  When the energization to the electromagnetic coil 6 is interrupted, the lock sleeve 12 moves from the second position to the first position by the biasing force of the coil spring 120. Thereby, the fitting state between the straight spline fitting portion 12d of the flange portion 12b of the lock sleeve 12 and the straight spline fitting portion 5f of the output shaft member 5 is released, and the input shaft member 4 and the output shaft member 5 are locked. The connection by the sleeve 12 is cut off.

(Operation of electromagnetic clutch device 3)
Next, the operation of the electromagnetic clutch device 3 will be described focusing on the case where the four-wheel drive vehicle 200 shifts from the two-wheel drive state to the four-wheel drive state.

  When the four-wheel drive vehicle 200 travels in a two-wheel drive state, the transmission of the driving force in the electromagnetic clutch device 3 and the transmission of the driving force in the torque coupling 100 are both cut off, and the rotation of the propeller shaft 2 is stopped.

  When shifting from this state to the four-wheel drive state, an electric current is supplied from the ECU 10 to the electromagnetic coil 6 of the electromagnetic clutch device 3. Thereby, magnetic flux is generated in the magnetic path M, and the armature 9 presses the outer clutch plates 83 and 84 and the inner clutch plate 87 against each other by the electromagnetic force of the electromagnetic coil 6. Due to the frictional force between the outer clutch plates 83, 84 and the inner clutch plate 87 due to this pressing, a part of the driving force input from the front differential case 212 to the input shaft member 4 is converted into the friction mechanism 8 (outer clutch plate 83, 84 and the inner clutch plate 87). The driving force transmitted to the output shaft member 5 is transmitted to the propeller shaft 2 via the bevel gear mechanism 220 on the front wheel side to rotate the propeller shaft 2.

  On the other hand, as the armature 9 moves, the pressing member 11 rotates about the support shaft 85, and the second arm portion 11c of the pressing member 11 elastically presses the lock sleeve 12 toward the second position.

  When the rotation of the input shaft member 4 and the rotation of the output shaft member 5 are not synchronized, the lock is caused by the interference between the straight spline fitting portion 12d of the lock sleeve 12 and the straight spline fitting portion 5f of the output shaft member 5. Although the sleeve 12 cannot move to the second position, the output shaft member 5 and the propeller shaft 2 are accelerated by the driving force transmitted to the output shaft member 5 through the friction mechanism 8, and the rotation of the input shaft member 4. When the rotation of the output shaft member 5 is synchronized, the lock sleeve 12 is moved to the second position by the pressing force of the pressing member 11. Thereby, the input shaft member 4 and the output shaft member 5 are connected by the lock sleeve 12 so as not to be relatively rotatable.

  In addition, after the input shaft member 4 and the output shaft member 5 are connected by the lock sleeve 12, the magnetic resistance of the magnetic path M straddling the holder portion 61, the magnetic path constituting member 7, and the armature 9 is reduced. In addition, since the pressing reaction force received by the armature 9 from the pressing member 11 is reduced, if the current necessary for localizing the lock sleeve 12 to the second position is supplied to the electromagnetic coil 6, the input shaft member 4 and the output shaft member 5 Can be maintained. For this reason, it is possible to reduce the current supplied to the electromagnetic coil 6 as compared with the case where the rotation of the output shaft member 5 and the propeller shaft 2 is accelerated by the frictional force between the outer clutch plates 83 and 84 and the inner clutch plate 87. it can.

  That is, the current value applied to the electromagnetic coil 6 when the lock sleeve 12 is held in the second position is the current value applied to the electromagnetic coil 6 when the lock sleeve 12 is moved from the first position to the second position. Is less than the highest value. Here, when the current to be applied is a pulse current, the maximum value of the current value is an average current value in a state where the ratio of the current application time is the largest in the duty ratio.

  In a state where the input shaft member 4 and the output shaft member 5 are coupled by the lock sleeve 12, the drive transmitted to the rear wheels 205L and 205R by the increase or decrease of the current supplied from the ECU 10 to the electromagnetic coil 104 of the torque coupling 100. The power is adjusted.

  In addition, when the four-wheel drive state is canceled and the two-wheel drive state is shifted to, the supply of current to the electromagnetic coil 6 is cut off. As a result, the electromagnetic force of the electromagnetic coil 6 disappears, the lock sleeve 12 moves to the first position by the restoring force of the coil spring 120, and the connection between the input shaft member 4 and the output shaft member 5 is released.

[Effects of the present embodiment]
According to the present embodiment described above, the following effects can be obtained.

(1) When shifting from the two-wheel drive state to the four-wheel drive state, the output shaft member 5 and the propeller shaft 2 are accelerated by the driving force transmitted from the input shaft member 4 by the friction mechanism 8, so that the front wheels 204R and 204L Even when the rear wheels 205L and 205R are differentially rotated, the rotation of the input shaft member 4 and the rotation of the output shaft member 5 can be synchronized. For this reason, for example, even when it is necessary to shift from the two-wheel drive state to the four-wheel drive state when turning on a low μ road, the input shaft member 4 and the output shaft member 5 are rotationally synchronized by the friction mechanism 8 so that the input shaft member 4 And the output shaft member 5 can be coupled by the lock sleeve 12.

(2) Since the lock sleeve 12 is elastically pressed toward the second position by the pressing force of the pressing member 11, when the rotation of the input shaft member 4 and the rotation of the output shaft member 5 are synchronized, Move to 2 position. That is, since the lock sleeve 12 does not need to be moved by an actuator such as a solenoid after the rotation of the input shaft member 4 and the rotation of the output shaft member 5 are synchronized, the configuration of the electromagnetic clutch device 3 can be simplified. Thus, it is possible to reduce the size and weight as well as to reduce the cost.

  As mentioned above, although the electromagnetic clutch apparatus of this invention and the four-wheel drive vehicle provided with this were demonstrated based on the said embodiment, this invention is not limited to the said embodiment, The range which does not deviate from the summary It can be implemented in various ways.

  For example, in the above-described embodiment, the case where the front wheels 204L and 204R are main drive wheels and the rear wheels 205L and 205R are auxiliary drive wheels has been described. However, the present invention is not limited to this. Alternatively, the present invention may be applied to a four-wheel drive vehicle in which the front wheels are auxiliary drive wheels and the rear wheels are main drive wheels.

  In the above-described embodiment, the case where the outer cylindrical member 80 is connected to the output shaft member 5 so as not to be relatively rotatable and the inner cylindrical member 85 is connected to the input shaft member 4 so as not to be relatively rotatable is described. Alternatively, the outer cylindrical member 80 may be coupled to the input shaft member 4 so as not to be relatively rotatable, and the inner cylindrical member 85 may be coupled to the output shaft member 5 so as not to be relatively rotatable.

2 ... Propeller shaft, 3 ... Electromagnetic clutch device, 4 ... Input shaft member, 4a to 4d ... 1st to 4th cylindrical part, 4e, 4f ... Straight spline fitting part, 4g ... Step part, 5 ... Output shaft member 5a to 5d: first to fourth cylindrical portions, 5e: spline fitting portion, 5f: straight spline fitting portion, 6: electromagnetic coil, 7: magnetic path constituent member, 7c: inner peripheral surface, 8: friction Mechanism 9. Armature 9 a Straight spline fitting portion 9 b Opposing portion 9 c Groove 10 a First rotation sensor 10 b Second rotation sensor 11 Pressing member 11 a Supported portion 11b: first arm portion, 11c: second arm portion, 11d: space, 11e: central axis, 12: lock sleeve, 12a: cylindrical portion, 12b: collar portion, 12c, 12d: straight spline fitting portion, 30 ... Device case 30a ... Inner surface, 30b ... Housing space, 31, 32 ... Seal mechanism, 40, 41 ... Ball bearing, 42 ... Needle roller bearing, 44 ... Retaining ring, 45 ... Spacer, 46 ... Shim, 51, 52 ... Conical roller bearing , 60 ... coil part, 61 ... holder part, 62 ... retaining ring, 71 ... first magnetic member, 72 ... nonmagnetic member, 73 ... second magnetic member, 73a ... concave groove, 80 ... outer cylindrical member, 81 ... large diameter cylindrical part, 81a ... straight spline fitting part, 82 ... small diameter cylindrical part, 82a ... spline fitting part, 83, 84 ... outer clutch plate, 85 ... inner cylindrical member, 85a, 85b ... straight spline fitting part 85c ... Notch portion, 85d ... Support shaft, 86 ... Overhang portion, 87 ... Inner clutch plate, 100 ... Torque coupling, 101 ... Housing, 102 ... Inner shaft, 103 Multi-plate clutch, 104 ... Electromagnetic coil, 105 ... Cam mechanism, 120 ... Coil spring, 200 ... Four-wheel drive vehicle, 201 ... Driving force transmission system, 202 ... Engine, 203 ... Transmission, 204L, 204R ... Front wheel, 205L, 205R ... Rear wheel, 206 ... front differential, 207 ... rear differential, 208L, 208R ... axle shaft, 209L, 209R ... side gear, 210 ... pinion gear, 211 ... pinion shaft, 212 ... front differential case, 212a ... cylinder part, 213L, 213R ... axle Shaft, 214L, 214R ... side gear, 215 ... pinion gear, 216 ... pinion shaft, 217 ... rear differential case, 218 ... drive pinion, 219 ... ring gear, 220 ... bevel gear mechanism, 221 ... dry Bpinion, 222 ... Ring gear, 223 ... Bevel gear mechanism, M ... Magnetic path, O ... Rotation axis

Claims (7)

An electromagnetic clutch device that connects a first rotating member and a second rotating member that can rotate relative to each other so as to transmit torque,
A friction mechanism having a first friction member connected to the first rotating member so as not to rotate relative to the first rotating member; and a second friction member connected to the second rotating member so as not to rotate relative to the first rotating member;
An electromagnetic coil that generates electromagnetic force when energized;
An armature that moves to the electromagnetic coil side by the electromagnetic force and frictionally engages the first friction member and the second friction member;
The first rotating member and the second rotating member are connected to the second rotating member so as not to rotate relative to each other, engage with the second rotating member and do not engage with the first rotating member, and the first rotating member and the second rotating member. A locking sleeve axially movable between the meshing second positions;
A pressing member that rotates around a support shaft in accordance with the movement of the armature, and that presses the lock sleeve to move from the first position to the second position by the rotation;
The pressing member includes a supported portion that is rotatably supported by the support shaft, a first arm portion that rotates the supported portion by being displaced according to the movement of the armature by the electromagnetic force, and the supported member. A second arm portion protruding from the support portion and pressing the lock sleeve,
Electromagnetic clutch device. In the pressing member, the supported portion is formed by a torsion coil spring, and the second arm portion elastically presses the lock sleeve by rotation around the support shaft.
The electromagnetic clutch device according to claim 1. An outer cylindrical member connected to one of the first rotating member and the second rotating member so as not to be relatively rotatable, and the other rotating member of the first rotating member and the second rotating member; An inner cylindrical member connected to be relatively non-rotatable;
The first friction member is connected to the outer cylindrical member so as not to be relatively rotatable and axially movable,
The second friction member is connected to the inner cylindrical member so as not to be relatively rotatable and axially movable,
The armature presses and frictionally engages the first friction member and the second friction member in the axial direction of the outer cylindrical member and the inner cylindrical member.
The electromagnetic clutch device according to claim 1 or 2. The electromagnetic clutch device according to any one of claims 1 to 3,
A pair of left and right main drive wheels to which the driving force of the drive source is always transmitted;
A differential device on the side of the main drive wheel having a pair of side gears respectively connected to the pair of left and right main drive wheels, and a differential case that houses the pair of side gears;
A pair of left and right auxiliary drive wheels to which the driving force of the drive source is transmitted according to the running state of the vehicle;
A differential device on the side of the auxiliary drive wheel having a pair of side gears respectively connected to the pair of left and right auxiliary drive wheels, and a differential case that accommodates the pair of side gears;
A driving force transmission shaft for transmitting a driving force from the main driving wheel side to the auxiliary driving wheel side;
One of the first rotating member and the second rotating member is connected to the differential case of the differential device on the main drive wheel side, and the first rotating member and the second rotating member The other rotating member is connected to the driving force transmission shaft,
Four-wheel drive vehicle. An interrupting device capable of interrupting transmission of driving force from the driving force transmission shaft to the pair of auxiliary driving wheels;
The four-wheel drive vehicle according to claim 4. A method for controlling an electromagnetic clutch device according to any one of claims 1 to 3,
The current value when the lock sleeve is held in the second position is smaller than the maximum value of the current applied to the electromagnetic coil when the lock sleeve is moved from the first position state to the second position. The clutch control method. A method for controlling a four-wheel drive vehicle according to claim 4 or 5,
The current value when the lock sleeve is held in the second position is smaller than the maximum value of the current applied to the electromagnetic coil when the lock sleeve is moved from the first position state to the second position. Control method of wheel drive vehicle.

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