JPH04203627A - Clutch unit - Google Patents

Abstract

PURPOSE:To improve operation response by installing a cam which receives a transfer torque when a pressing member connected to one side member of a main clutch and a pilot clutch are connected to each other, and clamps main clutch by dint of cam force via the pressing member. CONSTITUTION:When an electromagnet 75 attracts an armature 73, a pilot clutch 71 is pressed and clamped, and a cam ring connected to a drum 41 via the clutch 71, whereby a connecting shaft 31 side (front-wheel side) and a drive pinion shaft 53 (rear-wheel side) are connected to each other with strength conformed to clamping force of the clutch 71 via those of cam 69, clutch 71, pressing member 63 and hub 45. When the pilot clutch 71 is clamped tight, driving force of an acts on the cam 69, therefore thrusts 81, 83 are produced there, and the pressing member 63 shifts in the axial direction by dint of the thrust 81, clamping a main clutch 61, thus each clamping force of both front and rear wheel sides by the pilot clutch 71 is built up. The forward thrust 83 is inputted into the clutch drum 41 through a bearing 85 and a washer 87 and offset by the thrust 81.

Description

[Detailed description of the invention] [Purpose of the invention] (Industrial application field) The present invention relates to a clutch device.

(Prior art) U, S, P, rcON described in registration certificate No. 4412459
There is TROLLED DIFFERENTIALJ. This is a differential device that operates a multi-disc clutch for differential limiting using a hydraulic actuator. Since this device relies solely on the pressing force of the hydraulic actuator for differential limiting force, it requires a hydraulic system and a large hydraulic power source.

In addition, U, S, P, rF stated in the registration certificate No. 4718303
OURWHEEL DRIVE TRANSFER
CASE WITHCLUTCHMECHANISM
There is a J. This is a transfer case that has a differential device that applies transmission torque to a cam when an electromagnetic clutch is engaged, and the cam force presses a multi-disc clutch via this clutch to limit differential movement. In this way, since the differential is limited by the cam force, there is no need for a large hydraulic source (operating force source) as in the conventional example above, but as shown above, the multi-plate differential is limited by the cam force or the electromagnetic clutch. Since it acts on the clutch, it is difficult to control the engagement force (slip) of the electromagnetic clutch due to the influence of the cam force, and therefore it is difficult to control the engagement force (differential limiting force) of the multi-disc clutch.

In the differential device shown in FIG. 8, when a pilot clutch 301 is engaged, a transmission torque is applied to a cam 303 to generate cam force, and this cam force is transmitted via a carrier 307 of a planetary gear type differential mechanism 305. It is configured to press and engage the main clutch 309 to limit differential movement of the differential mechanism 305.

However, since the hub 311 of the carrier 307 is spline connected to the axle, there is a large resistance to movement in the axial direction when driving torque is applied.
7, the pinion gear 313 also moves. Therefore, the operational response is poor.

(Problems to be Solved by the Invention) Therefore, an object of the present invention is to provide a clutch device that does not require a large source of operating force, can accurately control clutch torque, and has good operational response.

[Structure of the Invention] (Means for Solving the Problems) The clutch device of the present invention includes a main clutch, a pilot clutch, a pressing member connected to one side member of the main clutch so as to be movable in the axial direction, and a pilot clutch. The main clutch is characterized by comprising a cam which, when connected, receives a transmitted torque between the clutch and the pressing member and engages the main clutch by cam force via the pressing member.

(Operation) Since the main clutch is engaged by the cam force of the cam that operates in response to the transmitted torque, an operating power source and operating system for operating the main clutch are not required.

Furthermore, since the cam force acts on the main clutch without going through the pilot clutch, it is possible to accurately control the engagement force of the pilot clutch, and therefore the torque of the main clutch can be adjusted.

Since the pressing member is axially movably connected to one side member of the main clutch, the cam force is transmitted smoothly and the operation response is good.

(Example) A first example will be explained with reference to FIG. 1 and FIG. 2. 1st
The figure shows the clutch device of this embodiment, and FIG. 2 shows the power system of a four-wheel drive (4WD) vehicle using this clutch device. The right side of FIG. 1 corresponds to the front of this vehicle (the upper side of FIG. 2).

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

This power system includes an engine 1, a transmission 3, a front differential 5 (differential device on the front wheel side), front axles 7 and 9, left and right front wheels 11, 13, a transfer 15,
Propeller shaft 17, clutch device 19 in this embodiment
, a rear differential 21 (a differential device on the rear wheel side), a rear axle 23.25, left and right rear wheels 27.29, etc.

Next, the clutch device 19 will be explained.

The connecting shaft 31 is a differential carrier 33 that houses the rear differential 21.
through the front end of the carrier 33 by a bearing 35.
and is connected to the propeller shaft 17 side by a spline portion 37. propeller shaft 1
7 is connected from the transfer 15 to the engine 1 side via the differential case 39 of the front differential 5. In this way, the connecting shaft 31 is rotationally driven by the driving force from the engine 1.

A clutch drum 41 is integrally fixed to the rear end of the connecting shaft 31 with a flange portion 43 thereof. A hub 45 (minus side member) is arranged inside the drum 41 and is supported by the drum 41 by a shaft support 47 and a bearing 49.

The drive pinion shaft 5 is attached to the boss portion 51 of the hub 45.
3 are spline connected. The shaft 53 is supported by the carrier 33 by bearings 55.55, and a drive pinion gear 59 meshing with a ring gear 57 of the rear differential 21 is integrally formed at the rear end.

A multi-disc main clutch 61 is disposed between the clutch drum 41 and the hub 45, and on the front side of the main clutch 61, a pressing member 63 is spline connected to the hub 45 so as to be movable in the axial direction.

A cam ring 65 is arranged on the front side of the pressing member 63, and a ball 67 is disposed between them as shown in FIG. 1(b).
Six cams are formed through the cams.

A multi-plate pilot clutch 71 is arranged between the cam ring 65 and the clutch drum 41 to connect them.

An armature 73 is arranged on the rear side of the clutch 71. A ring-shaped electromagnet 75 is arranged in front of the flange portion 43 of the drum 41. Electromagnet 75 is bolt 77
It is fixed inside the carrier 33 by. The flange portion 43 is provided with an armature 7 to prevent short-circuiting of the magnetic force of the electromagnet 75.
A non-magnetic ring 79 is embedded to guide the magnetic field.

When the electromagnet 75 attracts the armature 73, the pilot clutch 71 is pressed and engaged, and the cam ring 65 is connected to the drum 41 via the clutch 71, and connects the connecting shaft 31 side (front wheel side) and the drive pinion shaft 53 (rear wheel side).
Clutch 71, cam 69, pressing member 63, hub 45
are connected with a strength corresponding to the engagement force of the clutch 71.

When the pilot clutch 71 is engaged, the driving force of the engine 1 acts on the cam 69 to generate a thrust force 81.83 (cam force), and the thrust force 81 in the rearward direction moves the pressing member 63 in the axial direction, causing the main clutch to move. 61 is engaged, and the connecting force between the front wheels and the rear wheels by the pilot clutch 71 is strengthened. The forward thrust force 83 is generated by the bearing 85
, is input to the clutch drum 41 via the washer 87,
This is canceled out by the thrust force 81.

In this way, since the cam force does not act on the pilot clutch 71, it is possible to accurately control the engagement force (slip).
It is possible to adjust the engagement force of the main clutch 61 by adjusting the cam force. Therefore, the coupling force exerted by each clutch 61, 71 can be accurately controlled. Furthermore, since the main crunch rotor 1 is operated by cam force, a strong operating force source and operating system as in the conventional example are not required, resulting in low cost. Furthermore,
Since the pressing member 63 is separate from the hub 45 (torque transmission member) and connected to the hub 45 so as to be movable in the axial direction (in the suppression direction), the movement is smooth and the operational response is good.

The above-mentioned latch torque control by the electromagnet 75 can be operated manually from the driver's seat, or automatically in accordance with road surface conditions, vehicle steering conditions, etc.

In this way, the clutch device 19 is configured.

Next, the function of the clutch device 19 will be explained based on the power performance of the vehicle shown in FIG.

The driving force of the engine 1 is distributed to the front wheels 11, 13 via the transmission 3 and the front differential 5, and
The propeller shaft °17 is rotated via the transfer 15.

At this time, when the clutch device 19 is released, the rear wheel 27.2
The 9 side is disconnected, giving the vehicle the characteristics of a front-wheel drive vehicle and improving fuel efficiency.

When the clutch device 19 is connected, the rear wheels are connected and the sent driving force is distributed to the rear wheels 27 and 29 via the rear differential 21, putting the vehicle in a 4WD state.

Therefore, even if the front wheels are in a idling state on rough roads, the driving force of the rear wheels maintains drivability.

Furthermore, the greater the coupling force of the clutch device 19, the greater the differential limiting force between the front and rear wheels, which improves the straight-line stability of the vehicle.

If the pilot clutch 71 is released but the slippage is appropriately adjusted to allow differential movement between the front and rear wheels, smooth turning can be achieved and tight corner braking phenomenon can be prevented.

Due to the good response of the clutch device 19, the response of each of the above-mentioned operations is improved, and the maneuverability is improved.

Next, the second embodiment will be explained with reference to FIGS. 3 to 5. FIG. 3 shows a differential device using this embodiment, and FIG. 5 shows a power system of a vehicle using this differential device. Hereinafter, the left and right directions in FIG. 3 are the left and right directions of this vehicle, and the upper part of FIG. 3 corresponds to the front of this vehicle (the upper part of FIG. 5).

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

This power system includes an engine 89, a transmission 91
, left and right front wheels 97, 99, propeller shaft 101, rear differential 103 (the differential device shown in FIG. 3 arranged on the rear wheel side), rear axle 105, 107, left and right rear wheels 10
9,111, etc.

Next, the rear differential 103 will be explained.

The differential case 113 of the rear differential 103 is the differential carrier 11
It is rotatably supported within 5. A ring gear 117 is fixed to the differential case 113, and the gear 117 meshes with a drive pinion gear 119. gear 119
is integrally formed at the rear end of the drive pinion shaft 121, and the shaft 121 is connected to the propeller shaft 101 side. In this way, the differential case 113 is rotationally driven by the driving force from the engine 89.

As shown in FIG. 3(a), inside the differential case 113, a pair of bosses 123 and 125 are provided on the left and right sides of the washer 1 on the same axis.
27 so as to be relatively rotatable. boss 12
3 and 125 respectively have rear axles 105 and 107 splined thereto.

A planetary gear type differential mechanism 129 is arranged inside the differential case 113. The differential mechanism 129 includes an internal gear 131 and an outer pinion gear 1 that meshes with the internal gear 131.
33 (Fig. 4), the inner pinion gear 13 that meshes with this
5. It is equipped with a sun gear 137 that meshes with this. Internal gear 131 is formed in differential case 113, and pinion gears 133 and 135 are rotatably supported on pinion shafts 139 and 141, respectively.

Each shaft 139, 141 carries a left and a right carrier 143.
145 (- side member) is caulked.

The right □ carrier 145 forms a flange portion of the right boss 125. A sun gear 137 is formed on the left boss 123. Each pinion gear 133, 135 and carrier 1
Washers 147 and 147 are arranged between 43 and 145.

In this way, the differential mechanism 129 is configured, and the rotation of the differential case 113 (internal gear 131) is controlled by the sun gear 137 (boss 12) via pinion gears 133, 135.
3) and the carrier 145 (boss 125), and is transmitted to the left and right rear wheels 109, 111.

A multi-plate main clutch 151 that connects the left boss 123 and the boss portion 149 of the left carrier 143 is disposed on the left side of the differential mechanism 129.

A spacer 15 is provided between the carrier 143 and the clutch 151.
3 is placed.

A washer 157 is arranged between the clutch 151 and the left side wall 155 of the differential case 113.
7 is prevented from rotating by folding a claw 159 on the outer periphery into an engagement hole 161 in the left side wall 155.

A pressing member 163 is arranged on the right side of the carrier 145. As shown in FIG. 4, the pressing member 163 has an arm 1 that passes through the left and right carriers 143, 145 so as to be movable in the axial direction.
65 connects the main clutch 15 via the spacer 153.
1 can be pressed.

A pressing member is provided between the pressing member 163 and the carrier 145]
A disc spring 167 is disposed to bias 63 to the right.

A cam ring 169 is arranged on the right side of the pressing member 163, and a multi-plate pilot clutch 171 is arranged between the ring 169 and the differential case 113 to connect them. Armature 1 is on the left side of clutch 171.
73 is arranged and splined to the cam ring 169 so as to be movable in the axial direction.

As shown in FIG. 3(b), a cam 177 is formed between the pressing member 163 and the cam ring 169 with a ball 175 interposed therebetween.

A ring-shaped electromagnet 181 is arranged on the right side of the right side wall 179 of the differential case 113, and is fixed to the differential carrier 115 and supported on the boss portion 185 of the differential case 113 by a bearing 183°183. Right side wall 1
79 is equipped with an armature 1 to prevent a short circuit of the magnetic force of the electromagnet 181.
A non-magnetic ring 187 is embedded to guide the magnetic field 73.

When the electromagnet 181 attracts the armature 173, the pilot clutch 171 is engaged and the cam ring 169 is connected to the differential case 113. Ring 169 is cam 177
Since the differential mechanism 129 is connected to the carriers 143 and 145 in the rotational direction via the pressing member 163, the differential movement of the differential mechanism 129 is limited in accordance with the engagement force (slip) of the clutch 171.

Furthermore, when the clutch 171 is engaged, the differential torque of the differential mechanism 129 is applied to the cam 177, generating left and right thrust forces 189 and 191 (cam force) as shown in FIG. The thrust force 189 causes the pressing member 163 to move to the left, and the main clutch 151 is pressed and engaged with the differential case 113 (washer 157). In this way, the engagement force of the clutch 151 is added to the engagement force of the clutch 171, and the differential limiting force of the differential mechanism 129 is strengthened.

Note that the right thrust force 191 is input to the differential case 113 via a bearing 193 and a washer 195, and is offset by the left thrust force 189.

When the engagement force (slip) of the pilot clutch 171 is adjusted by the electromagnet 181, the engagement force of the main clutch 151 changes due to a change in the differential torque applied to the cam 177, and the differential limiting force can be controlled.

If the engagement force of each clutch 151, 171 is sufficiently large, the differential is locked, and if it is appropriately small, the differential is allowed. When the clutch 171 is released, the cam force disappears and the disc spring 167 causes the pressing member 163 to return to the right. Clutch 151 is released and the differential becomes free.

The differential limiting force can be operated manually from the driver's seat by the electromagnet 181, or automatically depending on road conditions, vehicle steering conditions, etc.

As described above, since the cam force does not act on the pilot clutch 171, the engagement force (slip) can be accurately controlled, and the engagement force of the main clutch 151 can be adjusted by adjusting the cam force. Therefore, the differential limiting force exerted by each clutch 151, 171 can be accurately controlled. Further, since the main clutch 151 is operated by cam force, a strong operating force source and operating system as in the conventional example are not required, resulting in low cost. Furthermore, since the pressing member 163 is separate from the torque transmitting member (carriers 143, 145) and connected to them so as to be movable in the axial direction (pressing direction), sliding at the spline portion and gear meshing portion as in the conventional example is avoided. There is no friction, smooth movement, and good operational response.

In this way, the rear differential 103 is configured.

Next, the function of the rear differential 103 will be explained based on the power performance of the vehicle shown in FIG.

Even if one of the rear wheels 109, 111 becomes idling on a rough road, the driving force sent to the other rear wheel by the differential limiting force of the rear differential 103 improves running performance. Rear differential 1
If the differential limiting force of 03 is strengthened, the straight-line stability of the vehicle is maintained high, and if the differential limiting force is weakened, differential rotation between the rear wheels is allowed, allowing smooth turning.

Next, the third embodiment will be explained with reference to FIGS. 6, 7, and 5. FIG. 6 shows a differential device using this embodiment, and this differential device is equipped with a rear differential 19 similar to the rear differential 103 described above in the vehicle shown in FIG.
It is placed as 7. Hereinafter, the differences from the embodiment shown in FIG. 3 will be mainly explained while referring to the same reference numerals to the same members. Note that the left and right directions in FIG. 6 correspond to the left and right directions of the vehicle in FIG.

Left carrier 144 and right carrier 1 of differential mechanism 129
99 are integrally connected to the carrier 199 via an arm 201. Further, the pinion shaft 203 (suppressing member) passes through the left carrier 143 and the right carrier 199 so as to be freely movable in the axial direction, and protrudes to the right. The oil supplied through the oil groove 205 allows the shaft 203 to move smoothly.

A pressing member 207 is disposed on the right side of the carrier 199, and as shown in FIG. 7, the pressing member 207 is connected to the carrier 199 via a connecting portion 209 so as to be movable in the axial direction. A disc spring 167 is arranged between the pressing member 207 and the carrier 199 to urge the pressing member 207 to the right.

A cam ring 209 is arranged on the right side of the pressing member 207, and a ball 21 is disposed between them as shown in FIG. 6(b).
A cam 213 is formed through 1.

A pilot clutch 171 is arranged between the cam ring 209 and the differential case 113 to connect them.

When the pilot clutch 171 is engaged, the differential mechanism 1
A differential torque of 29 is applied to the cam 213 to generate left and right thrust forces 215 and 217. The pressing member 207 moves to the left due to the left thrust force 2]5, and the pinion shaft 203
The main clutch 151 is pressed and engaged through the clutches 151 and 171, and the differential movement of the differential mechanism 129 is limited by the engagement force of the clutches 151 and 171.

Since the pinion shaft 203 and the pressing member 207 are made freely movable in the axial direction, the movement resistance is small and the operational response is good. Other effects are the same as those of the first and second embodiments, so their explanation will be omitted.

[Effects of the Invention] Since the clutch device of the present invention engages the main clutch using cam force, a strong operating force source and operating system are not required.
Since cam force does not act on the pilot clutch, accurate control of clutch torque is possible, and since the pressing member of the main clutch is arranged to be movable in the pressing direction, operational response is good.

[Brief explanation of the drawing]

FIG. 1 relates to the first embodiment, FIG.
2 is a skeleton mechanism diagram showing the power system of a vehicle using the clutch device of FIG. 1, FIGS. 3 and 4 relate to the second embodiment, and the third diagram) A sectional view of a differential device using this embodiment, FIG. 3(b) is a sectional view taken along line A-A, FIG. 4 is a perspective view of the main part, and FIG. and a skeleton mechanism diagram showing the power system of a vehicle using the differential device shown in Fig. 6.
7 and 7 relate to the third embodiment, FIG. 6(a) is a cross-sectional view of a differential device using this embodiment, and FIG. 6(b) is a cross-sectional view taken along line A-A in FIG. 6(a). 7 are perspective views of essential parts, and FIG. 8 is a sectional view of a conventional example. 45... Hub (- side member) 61.151... Main clutch 63.163, 207... Pressing member 69.177.213... Cam 71.171... Pilot clutch 81.189,
215...Thrust force (cam force) 143.144,1
45,199...Carrier (-side member) 203...
・Binion Shaft Agent Patent Attorney Hidekazu Miyoshi Figure 2 Figure 7 Figure 8

Claims (1)

[Claims] A main clutch, a pilot clutch, a pressing member connected to one side member of the main clutch so as to be movable in the axial direction, and when the pilot clutch is connected, a transmitted torque is received between the clutch and the pressing member to cause the pressing member to move. A clutch device comprising: a cam that engages a main clutch using an intervening cam force.