JP6098111B2 - Driving force transmission device - Google Patents

Description

  The present invention relates to a driving force transmission device that transmits a driving force from an input shaft in an automobile to an output shaft, for example.

  As a conventional driving force transmission device, there is one that is mounted on, for example, a four-wheel drive vehicle and connects a pair of rotating members so that torque can be transmitted by a clutch (see, for example, Patent Document 1).

  The driving force transmission device includes a first rotating member that rotates together with an input shaft, a second rotating member that can rotate on the axis of the first rotating member, a second rotating member, and a first rotating member. A friction type first clutch that couples the first clutch and the second clutch so as to transmit torque, an electromagnetic clutch that is parallel to the first clutch along the axis of the first rotating member and the second rotating member, and an electromagnetic force of the electromagnetic clutch. And a cam mechanism that converts a rotational force from the first rotating member into a pressing force toward the first clutch by a clutch operation of the second clutch. .

  The first rotating member includes a bottomed cylindrical front housing that opens to one side, and an annular rear housing that is attached to the opening of the housing, and is connected to the input shaft. The first rotating member rotates by receiving a driving force of a driving source such as a vehicle engine from the input shaft.

  The second rotating member is disposed on the first rotating member so as to be relatively rotatable on its axis, and is connected to the output shaft.

  The first clutch has an inner clutch plate and an outer clutch plate, and is disposed between the first rotating member and the second rotating member. The first clutch functions as a main clutch, and the inner clutch plate and the outer clutch plate are frictionally engaged to connect the first rotating member and the second rotating member so as to transmit torque.

  The electromagnetic clutch is disposed on the axis of the first rotating member and the second rotating member. The electromagnetic clutch generates an electromagnetic force to operate the second clutch.

  The second clutch has an inner clutch plate and an outer clutch plate, and is disposed on the electromagnetic clutch side of the main clutch. The second clutch functions as a control clutch that operates in response to the electromagnetic force of the electromagnetic clutch, and applies the rotational force of the first rotating member to the cam mechanism.

  The cam mechanism has a rotational force receiving portion that receives the rotational force from the first rotating member on the radially inner side of the second clutch, and a cam thrust generated by a cam action by the rotational force of the rotational force receiving portion as a pressing force. It has a pressing part to be applied to one clutch, and is arranged between the first rotating member and the second rotating member. On the back side of the cam mechanism (rotational force receiving portion) (on the opposite side to the first clutch side), thrust is applied to the reaction force acting on the rear housing side (opposite to the pressing portion side) due to the generation of cam thrust. A bearing is arranged.

  With the above configuration, when the driving force from the engine side is input to the first rotating member via the input shaft, the first rotating member rotates about the axis. Here, when the electromagnetic clutch is energized, the second clutch is operated by the electromagnetic force of the electromagnetic clutch.

  Next, when the cam mechanism receives a rotational force from the first rotating member during the operation of the second clutch, the rotational force is converted into a pressing force by the cam mechanism, and this pressing force is applied to the first clutch. The

  Then, the inner clutch plate and the outer clutch plate of the first clutch come into contact with each other and frictionally engage with each other, and the first rotating member and the second rotating member are connected to each other so that torque can be transmitted. . Thereby, the driving force on the engine side is transmitted from the input shaft to the output shaft via the driving force transmission device.

JP 2008-261434 A

  By the way, in the above-described driving force transmission device, for example, the size in the device radial direction is restricted by changing the device mounting structure, and the dimensional difference between the outer diameter of the first rotating member and the inner diameter of the second rotating member is reduced. There is a case.

  As described above, when the apparatus radial direction dimension is restricted in the driving force transmission device shown in Patent Document 1, for example, the radial dimension of the second clutch is reduced to reduce the radial size of the entire apparatus. Can be considered.

  However, in the above-described structure, since the radial dimension of the second clutch is reduced, the magnetic path cross-sectional area by the second clutch is not sufficiently secured, and a desired driving force transmission performance cannot be obtained.

  For this reason, in the conventional driving force transmission device, the radial dimension of the second clutch is not reduced by reducing the radial dimension of the second clutch, and the radial dimension of the second clutch is reduced. Therefore, there has been a demand for the appearance of a device that can reduce the size of the entire device in the radial direction.

  Accordingly, an object of the present invention is to provide a driving force transmission device capable of reducing the size of the entire device in the radial direction without reducing the radial size of the second clutch.

In order to achieve the above object, the present invention provides the driving force transmission devices (1) to ( 2 ).

(1) a first rotating member that is rotated by a driving source; a second rotating member that is disposed on the first rotating member so as to be relatively rotatable on a rotation axis thereof; the second rotating member; A first clutch disposed between the first rotating member and the first rotating member so as to be intermittently connected to the first rotating member; and on the rotation axis to the first clutch. And the second clutch arranged in parallel with each other and the rotational force from the first rotating member converted into a cam thrust by the operation of the second clutch by the clutch operation, and the rotational force of the first rotating member A cam that has a pilot cam that receives and rotates from the second clutch, a main cam that applies the cam thrust as a pressing force to the first clutch, and the second cam from the pilot cam side of the cam mechanism. On the clutch side Serial receiving a reaction force applied by the occurrence of the cam thrust, and a reaction force receiving member which is disposed so as to be interposed between the first clutch and the second clutch, the reaction force receiving member is Of the inner clutch plate and the outer clutch plate that constitute the second clutch, the end surface of the spline fitting portion that connects the outer clutch plate causes the axial movement relative to the second clutch side, and also the spline fitting portion. A driving force transmission device in which rotation around an axis is restricted by a plurality of pins attached around the axis via pin attachment members .

(2) In the driving force transmission device according to (1), the cam mechanism includes an annular base that faces the reaction force receiving member via a bearing, and a cylindrical shape that passes through the reaction force receiving member. A spline fitting portion that has a rotational force receiving portion in the pilot cam and connects the inner clutch plate of the inner clutch plate and the outer clutch plate constituting the second clutch in a relatively non-rotatable manner is provided in the rotational force receiving portion. Is provided.

  According to the present invention, the overall size of the apparatus can be reduced without reducing the radial dimension of the second clutch.

The top view shown in order to demonstrate the outline of the vehicle carrying the drive force transmission device which concerns on the 1st Embodiment of this invention. Sectional drawing shown in order to demonstrate the whole driving force transmission device which concerns on the 1st Embodiment of this invention. Sectional drawing shown in order to demonstrate the principal part of the driving force transmission apparatus which concerns on the 1st Embodiment of this invention. (A) And (b) is a side view and AA sectional view shown in order to demonstrate the reaction force receiving member in the driving force transmission device concerning a 1st embodiment of the present invention. (A) shows a side view and (b) shows an AA cross-sectional view. (A) And (b) is a side view and BB sectional drawing shown in order to demonstrate the pin attachment member in the drive force transmission device which concerns on the 1st Embodiment of this invention. (A) shows a side view and (b) shows a BB cross-sectional view. (A) And (b) is sectional drawing shown in order to demonstrate the attachment method of the reaction force receiving member in the drive force transmission device which concerns on the 1st Embodiment of this invention. (A) shows before the rotational operation of the reaction force receiving member, and (b) shows after the rotational operation of the reaction force receiving member. Sectional drawing shown in order to demonstrate the principal part of the driving force transmission apparatus which concerns on the 2nd Embodiment of this invention.

[First embodiment]
FIG. 1 schematically shows a four-wheel drive vehicle. As shown in FIG. 1, the four-wheel drive vehicle 200 includes a driving force transmission system 201, an engine 202, a transmission 203, front wheels 204L and 204R as main drive wheels, and rear wheels 205L and 205R as auxiliary drive wheels. .

  The driving force transmission system 201 is disposed along with a front differential 206 and a rear differential 207 in a driving force transmission path from the transmission 203 side to the rear wheels 205L and 205R side in the four-wheel drive vehicle 200, and the vehicle body of the four-wheel drive vehicle 200 ( (Not shown).

  The driving force transmission system 201 includes a driving force transmission device 1, a propeller shaft 2, and a driving force interrupting device 3. The four-wheel drive state of the four-wheel drive vehicle 200 is changed to a two-wheel drive state, and the two-wheel drive state is changed to four. Each is configured to be switchable to a wheel drive state. Details of the driving force transmission device 1 will be described later.

  The front differential 206 includes a pair of pinion gears 210 that mesh with the side gears 209L and 209R coupled to the front axle shafts 208L and 208R, the side gears 209L and 209R at right angles to each other, and a gear support member that supports the pair of pinion gears 210. 211, a gear support member 211, a pair of pinion gears 210, and a front differential case 212 that accommodates the side gears 209 </ b> L and 209 </ b> R, and is disposed between the transmission 203 and the driving force interrupting device 3.

  The rear differential 207 includes side gears 214L and 214R connected to the rear axle shafts 213L and 213R, a pair of pinion gears 215 that mesh with the side gears 214L and 214R at right angles to the gear shaft, and a gear support that supports the pair of pinion gears 215. A member 216, a gear support member 216, a pair of pinion gears 215, and a rear differential case 217 that accommodates the side gears 214 </ b> L and 214 </ b> R are disposed between the propeller shaft 2 and the driving force transmission device 1.

  The engine 202 drives the front wheels 204L and 204R by outputting a driving force to the axle shafts 208L and 208R on the front wheel side via the transmission 203 and the front differential 206.

  Further, the engine 202 outputs a driving force to one rear wheel side axle shaft 213L via the transmission 203, the driving force interrupting device 3, the propeller shaft 2 and the rear differential 207, thereby transmitting one rear wheel 205L to the transmission. 203, the other rear wheel 205R is driven by outputting the driving force to the axle shaft 213R on the other rear wheel side via the driving force interrupting device 3, the propeller shaft 2, the rear differential 207 and the driving force transmission device 1. .

  The propeller shaft 2 is disposed between the rear differential 207 and the driving force interrupting device 3. The propeller shaft 2 receives the driving force of the engine 202 from the front differential case 212 and transmits it from the front wheels 204L, 204R to the rear wheels 205L, 205R.

  A front wheel side gear mechanism 6 including a drive pinion 60 and a ring gear 61 that mesh with each other is disposed at the front wheel side end of the propeller shaft 2. A rear wheel side gear mechanism 7 including a drive pinion 70 and a ring gear 71 that mesh with each other is disposed at the rear wheel side end of the propeller shaft 2.

  The driving force interrupting device 3 includes a first spline tooth portion 3a that cannot rotate with respect to the front differential case 212, a second spline tooth portion 3b that cannot rotate with respect to the ring gear 61, a first spline tooth portion 3a, and a first spline tooth portion 3a. For example, it comprises a dog clutch having a sleeve 3c that can be fitted to the spline teeth 2b of the two spline teeth 3b, is arranged on the front wheels 204L and 204R side of the four-wheel drive vehicle 200, and is an ECU for the vehicle via an actuator (not shown). (Electronic Control Unit: not shown). The driving force interrupting device 3 connects the propeller shaft 2 and the front differential case 212 so that they can be intermittently connected.

(Overall configuration of the driving force transmission device 1)
FIG. 2 shows the entire driving force transmission device. FIG. 3 shows a main part of the driving force transmission device. As shown in FIGS. 2 and 3, the driving force transmission device 1 includes a main clutch 8 as a first clutch, an electromagnetic clutch 9, a pilot clutch 10 as a second clutch, a housing 12, an inner shaft 13, and a cam mechanism. 15 and the reaction force receiving member 16 are disposed on the rear wheel 205R (shown in FIG. 1) side of the four-wheel drive vehicle 200 (shown in FIG. 1).

  Further, the driving force transmission device 1 is disposed at a position where the propeller shaft 2 and the rear wheel axle shaft 213L (shown in FIG. 1) are connected. The driving force transmission device 1 connects the propeller shaft 2 (shown in FIG. 1) and the rear wheel axle shaft 213R (shown in FIG. 1) in an intermittent manner.

  As a result, at the time of connection by the driving force transmission device 1, the axle shaft 213L on one side and the propeller shaft 2 are connected via the gear mechanism 7 and the rear differential 207 (both shown in FIG. 1) and the other rear wheel. The side axle shaft 213R and the propeller shaft 2 are connected to each other via the gear mechanism 7, the rear differential 207, and the driving force transmission device 1 so that torque can be transmitted. On the other hand, when the connection by the driving force transmission device 1 is released, the axle shaft 213L on one rear wheel side and the propeller shaft 2 remain connected via the gear mechanism 7 and the rear differential 207. The connection between the axle shaft 213R and the propeller shaft 2 is cut off.

(Configuration of main clutch 8)
The main clutch 8 comprises a frictional multi-plate clutch having a plurality of inner clutch plates 80 and a plurality of outer clutch plates 81, and includes a housing 12 as a first rotating member and an inner shaft 13 as a second rotating member. Between the two. The main clutch 8 frictionally engages the inner and outer clutch plates of the inner clutch plate 80 and the outer clutch plate 81 that are adjacent to each other, and releases the frictional engagement to intermittently connect the housing 12 and the inner shaft 13. Connect as possible.

  The inner clutch plates 80 and the outer clutch plates 81 are alternately arranged along the rotation axis O, and are entirely formed by an annular friction plate. The clearance between two adjacent clutch plates of the inner clutch plate 80 and the outer clutch plate 81 is determined by the drag torque based on the viscosity of the lubricating oil when the four-wheel drive vehicle 200 (shown in FIG. 1) is driven by two wheels. Are set to dimensions that do not frictionally engage.

  The inner clutch plate 80 has a straight spline fitting portion 80a on the inner peripheral portion thereof, and the straight spline fitting portion 80a is fitted to the straight spline fitting portion 13d of the inner shaft 13 so that it cannot rotate relative to the inner shaft 13. And it is connected so that relative movement is possible.

  The inner clutch plate 80 is provided with a plurality of oil holes (not shown) that are arranged in parallel along the circumferential direction and open in the direction of the rotation axis O. Of the plurality of inner clutch plates 80, the inner clutch plate at the end on the electromagnetic clutch side functions as an input portion of the main clutch 8, and generates a cam thrust P from the main cam 151 (described later) of the cam mechanism 15 to the outer clutch plate 81 side. When the pressing force is received, the inner clutch plate 80 and the outer clutch plate 81 which are adjacent to each other are frictionally engaged by the movement in the pressing direction.

  The outer clutch plate 81 has a straight spline fitting portion 81a on the outer periphery thereof, and the straight spline fitting portion 81a is used as a straight spline fitting portion 20a (described later) of the front housing 18 (first front housing element 20). The housing 12 is connected to the housing 12 so that it cannot rotate relative to the housing 12 but can move relatively.

(Configuration of electromagnetic clutch 9)
The electromagnetic clutch 9 has an electromagnetic coil 90 and an armature 91 and is arranged in parallel with the main clutch 8 on the rotation axis O of the housing 12. The electromagnetic clutch 9 operates the pilot clutch 10 by the movement of the armature 91 toward the electromagnetic coil 90 due to the generation of the electromagnetic force F when the housing 12 rotates, and the inner clutch plate 100 and the outer clutch plate 101 of the pilot clutch 10 Are frictionally engaged with each other.

  The electromagnetic coil 90 is connected to the vehicle ECU and is held in the coil holder 27 via a synthetic resin bobbin (not shown). The electromagnetic coil 90 forms a magnetic circuit M across the coil holder 27, the rear housing 19, the pilot clutch 10, the armature 91, and the like by energization, and applies a moving force to the armature 91 toward the rear housing 19. Electromagnetic force F is generated.

  The armature 91 is disposed between the pin mounting member 31 (described later) and the pilot clutch 10, and is housed in the housing space 12a of the housing 12, and is formed by an annular plate made entirely of a magnetic material such as iron. ing. The armature 91 receives the electromagnetic force F of the electromagnetic coil 90 and moves along the rotational axis O toward the rear housing 19 side. On the outer peripheral surface of the armature 91, there is provided a straight spline fitting portion 91a that fits into a straight spline fitting portion 21a (described later) of the second front housing element 21 in the housing 12 (front housing 18).

(Configuration of pilot clutch 10)
The pilot clutch 10 includes an inner clutch plate 100 and an outer clutch plate 101, is arranged in parallel with the main clutch 8 on the rotation axis O between the armature 91 and the rear housing 19, and the housing space 12 a of the housing 12. Is housed in. The pilot clutch 10 frictionally engages the inner and outer clutch plates of the inner clutch plate 100 and the outer clutch plate 101 with each other, and releases the frictional engagement so that the front housing 18 and the cam mechanism 15 (pilot) The cam 150) is connected in an intermittent manner.

  The inner clutch plates 100 and the outer clutch plates 101 are alternately arranged along the rotation axis O, and are entirely formed by an annular friction plate.

  The inner clutch plate 100 has a straight spline fitting portion 100a on its inner peripheral portion, and the straight spline fitting portion 100a is fitted to a straight spline fitting portion 1500b (described later) of the pilot cam 150 in the cam mechanism 15. The pilot cam 150 is connected so as not to rotate relative to the pilot cam 150 and to be relatively movable.

  The outer clutch plate 101 has a straight spline fitting portion 101a on the outer periphery thereof, and the straight spline fitting portion 101a is fitted to a straight spline fitting portion 21a (described later) to thereby form a front housing 18 (second front housing). It is connected to the element 21) so as not to be rotatable relative to the element 21).

(Configuration of housing 12)
The housing 12 includes a front housing 18 and a rear housing 19, and is disposed on an axis (rotation axis O) of the axle shaft 213L (shown in FIG. 1) on the other rear wheel side, and a side gear 214R (shown in FIG. 1). It is connected to. The housing 12 is provided with an accommodation space 12 a interposed between the inner peripheral surface thereof and the outer peripheral surface of the inner shaft 13.

  The front housing 18 includes a first front housing element 20 and a second front housing 21. The front housing 18 is attached to the inner peripheral surface of the opening of the rear housing 19 and is rotatable on the outer peripheral surface of the inner shaft 13 via a ball bearing 25. It is supported by. The front housing 18 receives the rotational driving force from the engine 202 (shown in FIG. 1) and rotates around the rotational axis O together with the rear housing 19.

  The first front housing element 20 is disposed on the rear differential 207 (shown in FIG. 1) side of the front housing 18, and is entirely formed of a bottomed cylindrical member that opens to the second front housing element 21 side. The first front housing element 20 is provided with a straight spline fitting portion 20 a that is exposed to the accommodation space 12 a of the housing 12. Further, the first front housing element 20 is provided with a shaft portion 20b that is spline-fitted to the side gear 214R of the rear differential 207.

  The second front housing element 21 is disposed on the axle shaft 213R side of the front housing 18 and is attached to the first front housing element 20 by welding, for example, and the whole is opened in both axial directions. It is formed by a bottomless cylindrical member made of a material. The material of the second front housing element 21 may be aluminum instead of stainless steel. On the inner peripheral surface of the second front housing element 21, a straight spline fitting portion 21 a exposed to the accommodation space 12 a of the housing 12 on the rear housing 19 side is provided as a coupling portion for the clutch plate for the pilot clutch 10. . The straight spline fitting portions 21a are disposed on the straight spline fitting portions 20a of the first front housing element 21 with a predetermined interval in the axial direction. A seal member 26 interposed between the outer peripheral surface of the second front housing element 21 and the inner peripheral surface of the rear housing 19 is attached.

  The rear housing 19 includes first to third rear housing elements 22 to 24, is attached to the outer peripheral surface of the front housing 18 (second front housing element 21), and is attached to the coil holder 27 via a ball bearing 28. And is rotatably supported.

  The first rear housing element 22 is disposed on the inner peripheral side of the rear housing 19 and is rotatably supported on the outer peripheral surface of the inner shaft 13 via a ball bearing 29, and is entirely made of a magnetic material such as soft iron. It is formed by a bottom cylindrical member. A seal member 30 interposed between the inner peripheral surface of the first rear housing element 22 and the outer peripheral surface of the inner shaft 13 is attached.

  The second rear housing element 23 is disposed on the outer peripheral side of the rear housing 19, and is formed of a cylindrical member made of a magnetic material such as soft iron in the same manner as the first rear housing element 22.

  The third rear housing element 24 is disposed so as to be interposed between the first rear housing element 22 and the second rear housing element 23, and is used for connecting a housing element made entirely of a nonmagnetic material such as stainless steel. It is formed by an annular member.

(Configuration of inner shaft 13)
The inner shaft 13 is disposed in the housing 12 so as to be relatively rotatable along the rotation axis O, and a part thereof is accommodated in the accommodation space 12a of the housing 12, and the whole is formed by a cylindrical member that opens in both directions of the axis. The inner shaft 13 is provided with a partition portion 13c that partitions the internal space into two chambers 13a and 13b that are parallel to each other in the axial direction. One chamber 13a is opened on one axial side of the inner shaft 13 (first front housing element 20 side), and the other chamber 13b is opened on the other axial side of the inner shaft 13 (rear axle shaft 213R side). Yes. A straight spline fitting portion 130b for spline fitting the rear axle shaft 213R is provided on the inner peripheral surface of the other chamber 13b. A straight spline fitting portion 13 d that is exposed to the accommodation space 12 a of the housing 12 is provided on the outer peripheral surface of the inner shaft 13.

(Configuration of cam mechanism 15)
The cam mechanism 15 includes a pilot cam 150, a main cam 151, and a cam follower 152. The cam mechanism 15 is interposed between the main clutch 8 and the reaction force receiving member 16 and is accommodated in the accommodating space 12 a of the housing 12. The cam mechanism 15 converts the rotational force from the housing 12 into a pressing force (cam thrust) P that becomes the clutch operating force (friction engagement force) of the main clutch 8 by the operation of the pilot clutch 10 by the clutch operation.

  The pilot cam 150 includes a base portion 150a and a rotational force receiving portion 150b. The pilot cam 150 is rotatably disposed on the outer periphery of the inner shaft 13, and the reaction force receiving member 16 has a needle roller bearing 32 as a thrust bearing and an interval adjustment member. A shim 33 is rotatably supported. The pilot cam 150 generates a cam thrust P with the main cam 151 and outputs it to the main clutch 8 when the cam mechanism 15 is operated.

  The base portion 150a is opposed to the main cam 151 via the cam follower 152, is disposed on the main clutch 8 side of the pilot cam 150, and is entirely formed by an annular member through which the inner shaft 13 is inserted. The base 150a is provided with a plurality of (for example, six in the embodiment) cam grooves 1500a that are arranged in parallel at equal intervals in the circumferential direction and open to the cam follower 152 side. The plurality of cam grooves 1500a are formed by concave grooves that gradually become shallower in the axial direction along the circumferential direction of the pilot cam 150 from the neutral position.

  The rotational force receiving portion 150b is disposed on the pilot clutch 10 side of the pilot cam 150, and is entirely formed by a cylindrical member through which the inner shaft 13 is inserted. A straight spline fitting portion 1500b for connecting the inner clutch plate 100 of the pilot cam 10 so as not to be relatively rotatable is provided on the outer peripheral surface of the rotational force receiving portion 150b.

  The main cam 151 has a clutch plate pressing portion 151 a on the main clutch 8 side, is disposed along the rotation axis O so as to be relatively movable with respect to the inner shaft 13, and is entirely formed by an annular member through which the inner shaft 13 is inserted. Yes. The main cam 151 receives the cam thrust P generated by the cam action by the operation of the cam mechanism 15 in the energized state of the electromagnetic coil 90, that is, the rotation of the pilot cam 150 from the cam follower 152, and receives the cam clutch 152 side (the adjacent inner clutch The clutch plate 80 and the outer clutch plate 81 are engaged), and the clutch plate pressing portion 151 a is pressed against the inner clutch plate 80 on the input side of the main clutch 8.

  The main cam 151 is provided with a plurality of (for example, six in the embodiment) cam grooves 151b that are arranged in parallel at equal intervals in the circumferential direction and open to the cam follower 152 side. The plurality of cam grooves 151b are formed by concave grooves that gradually become shallower in the axial direction along the circumferential direction of the main cam 151 from the neutral position. An inner peripheral surface of the main cam 151 is provided with a 151c that is spline-fitted to the straight spline fitting portion 13d of the inner shaft 13 so as not to be relatively rotatable and relatively movable.

  The cam follower 152 is disposed between the cam groove 1500a of the pilot cam 150 and the cam groove 151b of the main cam 151, and is held by a retainer (not shown) so as to be able to roll.

(Configuration of reaction force receiving member 16)
4A and 4B show a reaction force receiving member. As shown in FIG. 3 and FIGS. 4A and 4B, the reaction force receiving member 16 is located between the main clutch 8 and the pilot clutch 10 on the back side (pilot clutch 10 side) of the base portion 150a of the pilot cam 150. In other words, it is interposed between the needle roller bearing 32 and the main clutch side end surface 2100a of the straight spline fitting portion 21a (spline teeth 210a: shown in FIG. 6) of the front housing 18 (second front housing element 21). The whole is formed by an annular member through which the rotational force receiving portion 150b of the pilot cam 150 is inserted. The reaction force receiving member 16 is connected to the second front housing element 21 through a pin mounting member 31 and a plurality of connecting pins 34 so as not to be relatively rotatable. Thereby, the rotation of the reaction force receiving member 16 around the axis is restricted. The reaction force receiving member 16 receives a reaction force acting on the pilot clutch 10 side from the pilot cam 150 when the cam thrust P is generated by the operation of the cam mechanism 15.

  On the outer peripheral surface of the reaction force receiving member 16, a straight spline portion 16 a that can be spline fitted to the straight spline fitting portion 21 a of the second front housing element 21 in the front housing 18 is provided. The straight spline portion 16a is provided with a plurality of spline teeth 160a facing the plurality of spline teeth 210a constituting the straight spline fitting portion 21a. Thus, the reaction force receiving member 16 is restricted from moving in the axial direction toward the pilot clutch 10 with the pilot clutch side end surface 1600a of the spline teeth 160a coming into contact with the main clutch side end surface 2100a of the spline teeth 210a. Moreover, the reaction force receiving member 16 has its main clutch side end face in contact with the needle roller bearing 32, and movement in the axial direction toward the main clutch 8 is restricted.

The substantially central portion in the width direction of the reaction force receiving member 16, for example, open to the pilot clutch 10 side on the line L ₁ connecting the widthwise central portion W ₁ of the tip in the center O ₁ and the spline teeth 160a, A plurality of (for example, three in the embodiment) concave holes 16b that are arranged in parallel at equal intervals in the circumferential direction are provided. The plurality of concave holes 16b are formed by round holes having an inner diameter D ₁ (D ₁ > d ₁ ) slightly larger than the outer diameter d ₁ of the plurality of connecting pins 34.

  FIGS. 5A and 5B show a pin mounting member. As shown in FIGS. 3 and 5 (a), 5 (b), the pin mounting member 31 includes a reaction force receiving member 16 and an armature 91 on the outer periphery of the rotational force receiving portion 150b in the cam mechanism 15 (pilot cam 150). The whole is formed by an annular member through which the rotational force receiving portion 150b of the pilot cam 150 is inserted.

  A straight spline fitting portion 31 a that is spline fitted to the straight spline fitting portion 21 a of the second front housing element 21 in the front housing 18 is provided on the outer peripheral surface of the pin mounting member 31. The straight spline fitting portion 31 a is provided with a plurality of spline teeth 310 a that are opposed to the plurality of spline teeth 160 a when the reaction force receiving member 16 is attached to the second front housing element 21.

In the width direction substantially central portion of the pin mounting member 31 extends through on the line L ₂ connecting the circumferential direction substantially central portion W ₂ of the tooth bottom example in its center O ₂ and a plurality of spline teeth 310a, and the circumference A plurality of (for example, three in the embodiment) pin insertion holes 31b that are arranged in parallel in the direction at equal intervals are provided. A plurality of pin insertion holes 31b, respectively in the coupled condition of the reaction force receiving member 16 for the pin mounting member 31 is matched via a connecting pin 34 to the recessed hole 16b, and slightly than the outer diameter d ₁ of the connecting pin 34 It is formed by a round hole having a small inner diameter D ₂ (D ₂ <d ₁ <D ₁ ). The plurality of pin insertion holes 31b are in a fitted state of the straight spline fitting portion 31a of the pin mounting member 31 and the straight spline portion 16a of the reaction force receiving member 16 with respect to the straight spline fitting portion 21a of the second front housing element 21. It arrange | positions in the site | part spaced apart by the predetermined | prescribed circumferential direction dimension t (For example, the dimension of the half of the circumferential pitch in the spline tooth | gear 310a) from the nearest concave hole among several concave holes 16b.

  The plurality of connecting pins 34 are attached to the pin attachment member 31 in a state where each of the connection pins 34 is inserted through the pin insertion hole 31b by press fitting. The plurality of connecting pins 34 are formed by round pins having a substantially uniform outer diameter as a whole, and connect the reaction force receiving member 16 to the pin mounting member 31.

  Next, a method for attaching the reaction force receiving member to the housing will be described with reference to FIGS. 3 and 6A and 6B. 6 (a) and 6 (b) show before and after the rotational operation of the reaction force receiving member.

  In the method of attaching the reaction force receiving member shown in the present embodiment, the steps of “positioning of the reaction force receiving member in the axial direction” and “positioning of the reaction force receiving member around the axis” are sequentially performed. The steps will be described sequentially. The cam mechanism 15 and the needle roller bearing 32 shown in FIG. 3 are preliminarily accommodated at predetermined positions in the housing space 12a of the housing 12.

"Axial positioning of reaction force receiving member"
First, the straight spline portion 16a of the reaction force receiving member 16 is fitted to the straight spline fitting portion 21a of the front housing 18 (second front housing element 21).

  Next, the reaction force receiving member 16 is moved to the cam mechanism 15 side (needle roller bearing 32 side) until it abuts against the needle roller bearing 32, so that the straight spline portion 16a and the straight spline fitting portion 21a are fitted. To release. When the fitting state between the straight spline portion 16a and the straight spline fitting portion 21a is released, the reaction force receiving member 16 is disposed on the cam mechanism 15 side of the straight spline fitting portion 21a.

  Thereafter, the reaction force receiving member 16 is circumferentially moved around the axis from the position shown in FIG. 6A to the position shown in FIG. 6B (position where the axis of the concave hole 16b matches the axis of the pin insertion hole 31b). By rotating the dimension t, the reaction force receiving member 16 is moved to a position (position shown in FIG. 6B) where the spline teeth 160a of the straight spline fitting portion 16a face the spline teeth 210a of the straight spline fitting portion 21a. Deploy. In this case, when the reaction force receiving member 16 is disposed at the position shown in FIG. 6B, the reaction force receiving member 16 is positioned in the axial direction.

"Positioning of reaction force receiving member around axis"
First, the straight spline fitting portion 31a of the pin attachment member 31 to which the plurality of connecting pins 34 are attached is fitted to the straight spline fitting portion 21a of the front housing 18 (second front housing element 21). In this case, when the straight spline fitting portion 31a is fitted to the straight spline fitting portion 21a, the pin mounting member 31 is disposed at a position where the connecting pin 34 is matched with the concave hole 16b of the reaction force receiving member 16.

  Next, the pin mounting member 31 is moved to the cam mechanism 15 side to a position where the plurality of connecting pins 34 are fitted in the respective recessed holes 16b. In this case, when the pin mounting member 31 moves to the fitting position between the connecting pin 34 and the recessed hole 16b, the reaction force receiving member 16 is positioned around the axis.

[Operation of Driving Force Transmission Device 1]
Next, the operation of the driving force transmission apparatus shown in this embodiment will be described with reference to FIGS.

  In FIG. 1, during the two-wheel drive of the four-wheel drive vehicle 200, the rotational driving force of the engine 202 is transmitted to the front differential 206 via the transmission 203. Then, the rotational driving force of the engine 202 is transmitted from the front differential 206 to the front wheels 204L and 204R through the front axle shafts 208L and 208R, and the front wheels 204L and 204R are rotationally driven. In this case, the propeller shaft 2 and the rear wheel axle shaft 213L are always connected via the rear differential 207 and the like so as to transmit torque.

  Here, the amount of electric power supplied to the electromagnetic coil 90 is gradually increased by the drive control of the electromagnetic clutch 9 based on the control of the ECU, and the main cam 151 of the cam mechanism 15 is moved to the main clutch 8 side (the inner clutch plate 80 and the outer clutch plate 81). And the inner clutch plate 80 and the outer clutch plate 81 of the main clutch 8 are frictionally engaged, and the propeller shaft 2 and the rear wheel side axle shaft by the driving force transmission device 1 are engaged. Connection with 213R is executed.

  Thereafter, the front differential case 212 and the propeller shaft 2 are connected by the driving force interrupting device 3 so that torque can be transmitted.

  Thereby, switching from the two-wheel drive state to the four-wheel drive state is performed while the four-wheel drive vehicle 200 is traveling.

  In the present embodiment, the reaction force receiving member 16 that receives the reaction force acting on the pilot clutch 10 side from the pilot cam 150 due to the generation of the cam thrust P when the cam mechanism 15 is operated is between the base portion 150 a of the pilot cam 150. Since the needle roller bearing 32 is interposed in the housing space 12a of the housing 12, the radial dimension of the driving force transmission device 1 can be reduced.

  On the other hand, at the time of switching from the four-wheel drive state to the two-wheel drive state while the four-wheel drive vehicle 200 is traveling, the front differential 206 and the propeller shaft 2 are connected by the driving force interrupting device 3. Is rotating.

  Here, the amount of electric power supplied to the electromagnetic coil 90 is gradually decreased by the drive control of the electromagnetic clutch 9 based on the control of the ECU 5, and the main cam 151 of the cam mechanism 15 is moved to the side opposite to the main clutch 8 side (the inner clutch plate 80 and the outer clutch). When it is moved in the direction in which the frictional engagement with the clutch plate 81 is released), the frictional engagement between the inner clutch plate 80 and the outer clutch plate 81 of the main clutch 8 is released.

  Accordingly, the connection between the propeller shaft 2 and the rear wheel side axle shaft 213R by the driving force transmission device 1 is executed, and torque transmission from the propeller shaft 2 to the rear wheel side axle shaft 213R is interrupted.

  Thereafter, the connection between the front differential 206 and the propeller shaft 2 by the driving force interrupting device 3 is released, and torque transmission from the propeller shaft 2 side to the axle shaft 213L on the rear wheel side is interrupted.

  Thus, switching from the four-wheel drive state to the two-wheel drive state during the traveling of the four-wheel drive vehicle 200 is performed.

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

  Since the reaction force receiving member 16 is accommodated in the accommodating space 12a of the housing 12 with the needle roller bearing 32 interposed between the reaction force receiving member 16 and the base portion 150a of the pilot cam 150, the radial dimension of the pilot clutch 10 is not reduced. The radial dimension of the driving force transmission device 1 can be reduced, and the radial reduction in the driving force transmission device 1 can be achieved.

[Second Embodiment]
Next, a driving force transmission device according to a second embodiment of the present invention will be described with reference to FIG. FIG. 7 shows a main part of the driving force transmission device. 7, members having the same or equivalent functions as those in FIG. 2 are denoted by the same reference numerals, and detailed description thereof is omitted.

  As shown in FIG. 7, in the driving force transmission apparatus 300 according to the second embodiment of the present invention, the reaction force receiving member 301 moves in the axial direction with respect to the pilot clutch 10 side by the retaining ring 302 and is straight. It is characterized in that the rotation around the axis is restricted by the spline fitting to the spline fitting portion 21A.

  For this reason, the reaction force receiving member 301 has a straight spline fitting portion 301 a and is disposed between the needle roller bearing 32 and the retaining ring 302, and the entire rotational force receiving portion 150 b in the cam mechanism 15. It is formed by the annular member which penetrates. The straight spline fitting portion 301 a is spline fitted to the spline fitting portion 21 </ b> A in the second front housing element 21 and is provided on the outer peripheral surface of the reaction force receiving member 301. Thereby, the rotation of the reaction force receiving member 301 around the axis is restricted.

  The straight spline fitting portion 21A extends (extends) to the straight spline fitting portion 20a side of the first front housing element 20 so that the axial dimension is the straight spline fitting portion shown in the first embodiment. The dimension is set to be larger than the dimension in the axial direction of 21a.

  The straight spline fitting portion 21A is provided with a plurality of concave grooves 211A by cutting out a part of each spline tooth 210A. The plurality of concave grooves 211A are arranged on the same circumference on the inner peripheral surface of the straight spline fitting portion 21A.

  The retaining ring 302 is made of, for example, a snap ring, and is attached to the straight spline fitting portion 21A by fitting a part thereof into the plurality of concave grooves 211A. As a result, the reaction force receiving member 301 is restricted from moving in the axial direction relative to the pilot clutch 10 by the retaining ring 302. Further, the reaction force receiving member 301 is restricted by the needle roller bearing 32 from moving in the axial direction with respect to the main clutch 8.

  In the driving force transmission device 300 configured as described above, the reaction force receiving member 301 is attached to the housing 12 as follows.

  First, the straight spline fitting portion 301 a of the reaction force receiving member 301 is fitted to the straight spline fitting portion 21 </ b> A of the second front housing element 21. Next, the reaction force receiving member 301 is moved to the cam mechanism 15 side (needle roller bearing 32 side) until it comes into contact with the needle roller bearing 32, and the reaction force receiving member 301 is disposed at this contact position. Thereafter, the retaining ring 302 is attached to the straight spline fitting portion 21A.

  In this manner, the reaction force receiving member 301 can be positioned in the axial direction and around the axial line and attached to the second front housing element 21 (housing 12).

  In the present embodiment, since the reaction force receiving member 301 can be attached to the housing 12 using the retaining ring 302, the pin attachment member 31 and the connecting pin 34 that are conventionally required are not required, and the number of parts can be reduced. Can be reduced.

  Further, in the present embodiment, when attaching the reaction force receiving member 301 to the housing 12, it is not necessary to rotate the reaction force receiving member 301 or to perform the fitting operation by the connecting pin 34. The number (number of steps) can be reduced.

[Effect of the second embodiment]
According to the second embodiment described above, the same effects as those shown in the first embodiment can be obtained. That is, since the reaction force receiving member 301 is accommodated in the accommodating space 12a of the housing 12 with the needle roller bearing 32 interposed between the reaction force receiving member 301 and the base portion 150a of the pilot cam 150, the radial dimension of the pilot clutch 10 is reduced. Therefore, the radial dimension of the driving force transmission device 300 can be reduced, and the radial reduction in the driving force transmission device 300 can be achieved.

  In the second embodiment, the following effects can be obtained in addition to the effects described above. That is, the pin mounting member 31 and the connecting pin 34 that are conventionally required when the reaction force receiving member 301 is attached are unnecessary, and the rotating operation of the reaction force receiving member 301 and the fitting operation by the connecting pin 34 are unnecessary. The number of parts and the number of processes can be reduced, and the cost can be reduced.

  The driving force transmission device of the present invention has been described based on the above embodiment, but the present invention is not limited to the above embodiment, and may be implemented in various modes without departing from the gist thereof. For example, the following modifications are possible.

  In the above embodiment, the case where the housing 12 is connected to the propeller shaft 2 side (input shaft side) and the inner shaft 13 is connected to the rear axle shaft 213R side (output shaft side) has been described. The present invention is not limited to this, and the same effects as in the present embodiment can be obtained even if the housing is connected to the output shaft side and the inner shaft is connected to the input shaft side.

DESCRIPTION OF SYMBOLS 1 ... Driving force transmission device, 2 ... Propeller shaft, 3 ... Driving force interruption device, 3a ... 1st spline tooth part, 3b ... 2nd spline tooth part, 3c ... Sleeve, 8 ... Main clutch, 80 ... Inner clutch Plate, 80a ... Straight spline fitting portion, 81 ... Outer clutch plate, 81a ... Straight spline fitting portion, 9 ... Electromagnetic clutch, 90 ... Electromagnetic coil, 91 ... Armature, 91a ... Straight spline fitting portion, 10 ... Pilot clutch , 100 ... Inner clutch plate, 100a ... Straight spline fitting portion, 101 ... Outer clutch plate, 101a ... Straight spline fitting portion, 12 ... Housing, 12a ... Storage space, 18 ... Front housing, 19 ... Rear housing, 20 ... First front housing element 20a ... Straight spline fitting portion, 20b ... Shaft portion, 21 ... Second front housing element, 21a, 21A ... Straight spline fitting portion, 210a, 210A ... Spline teeth, 2100a ... Main clutch side end surface, 211A ... Concave groove 22 ... 1st rear housing element, 23 ... 2nd rear housing element, 24 ... 3rd rear housing element, 13 ... Inner shaft, 13a, 13b ... Chamber, 130b ... Straight spline fitting part, 13c ... Partition 13d ... Straight spline fitting part, 15 ... Cam mechanism, 150 ... Pilot cam, 150a ... Base, 1500a ... Cam groove, 150b ... Rotational force receiving part, 1500b ... Straight spline fitting part, 151 ... Main cam, 151a ... Clutch plate pressing part, 151 ... Cam groove, 151c ... Straight spline fitting part, 152 ... Cam follower, 16 ... Reaction force receiving member, 16a ... Straight spline part, 160a ... Spline teeth, 1600a ... Pilot clutch side end face, 16b ... Recessed hole, 25 ... Ball bearing , 26 ... Seal member, 27 ... Coil holder, 28, 29 ... Ball bearing, 30 ... Seal member, 31 ... Pin mounting member, 31a ... Straight spline fitting part, 310a ... Spline teeth, 31b ... Pin insertion hole, 32 ... Needle roller bearing, 33 ... shim, 34 ... connecting pin, 6 ... gear mechanism, 60 ... drive pinion, 61 ... ring gear, 7 ... gear mechanism, 70 ... drive pinion, 71 ... ring gear, 300 ... driving force transmission device, 301 ... Reaction force receiving member, 301a ... Straight spline fitting part, 302 ... Retaining ring, 200 ... Four-wheel drive vehicle, 2 DESCRIPTION OF SYMBOLS 01 ... Driving force transmission system, 202 ... Engine, 203 ... Transmission, 204L, 204R ... Front wheel, 205L, 205R ... Rear wheel, 206 ... Front differential, 207 ... Rear differential, 208L, 208R ... Front axle axle shaft, 209L, 209R ... side gear, 210 ... pinion gear, 211 ... gear support member, 212 ... front differential case, 213L, 213R ... rear axle shaft, 214L, 214R ... side gear, 215 ... pinion gear, 216 ... gear support member, 217 ... rear differential case , O ... rotation axis, F ... electromagnetic force, P ... cam thrust, M ... magnetic circuit, O 1 _... center, W 1 _... central site, L 1 _... line, O 2 _... center, W 2 _... circumferentially substantially central site, L 2 _... segment, d 1 _... outer diameter, D 1 _... internal diameter, _{D 2} ... Diameter, t ... circumferential dimension

Claims (2)

A first rotating member that is rotated by a drive source;
A second rotating member disposed on the first rotating member so as to be rotatable relative to the first rotating member;
A first clutch that is disposed between the second rotating member and the first rotating member and connects the first rotating member and the second rotating member in an intermittent manner;
A second clutch arranged in parallel with the first clutch on the rotational axis;
A pilot cam that converts the rotational force from the first rotating member into a cam thrust by the operation of the second clutch by the clutch operation and receives the rotational force of the first rotating member from the second clutch to rotate. And a cam mechanism having a main cam that applies the cam thrust as a pressing force to the first clutch;
The cam mechanism receives a reaction force acting on the second clutch side from the pilot cam side by the generation of the cam thrust, and is disposed between the first clutch and the second clutch. A reaction force receiving member ;
Equipped with a,
The reaction force receiving member is moved in the axial direction with respect to the second clutch side by an end surface of a spline fitting portion that connects the outer clutch plate of the inner clutch plate and the outer clutch plate constituting the second clutch. A driving force transmission device in which rotation about the axis is restricted by a plurality of pins attached to the spline fitting portion around the axis via a pin attachment member .   The cam mechanism has an annular base that faces the reaction force receiving member via a bearing, and a cylindrical rotational force receiving portion that passes through the reaction force receiving member in the pilot cam. 2. The driving force transmission device according to claim 1, wherein a spline fitting portion that connects the inner clutch plate of the inner clutch plate and the outer clutch plate constituting the clutch so as not to be relatively rotatable is provided in the rotational force receiving portion.

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