JP4513457B2 - Driving force transmission device - Google Patents

Driving force transmission device Download PDF

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JP4513457B2
JP4513457B2 JP2004230744A JP2004230744A JP4513457B2 JP 4513457 B2 JP4513457 B2 JP 4513457B2 JP 2004230744 A JP2004230744 A JP 2004230744A JP 2004230744 A JP2004230744 A JP 2004230744A JP 4513457 B2 JP4513457 B2 JP 4513457B2
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armature
cam
cam member
driving force
transmission device
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JP2006046572A (en
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広幸 井上
博 宅野
秀幸 齋藤
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JTEKT Corp
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Description

本発明は駆動力伝達装置、例えば四輪駆動車において後輪への駆動力伝達経路に使用するのに適した駆動力伝達装置に関する。   The present invention relates to a driving force transmission device, for example, a driving force transmission device suitable for use in a driving force transmission path to a rear wheel in a four-wheel drive vehicle.

この種の駆動力伝達装置としては、例えば特許文献１に開示された技術がある。この技術は、鉄製のアウタケースとその内部で同軸的に回転可能に支持されたインナシャフトとの間に、メインクラッチ機構、電磁式のパイロットクラッチ機構及びカム機構を配設したものであり、パイロットクラッチ機構から出力される作用力をカム機構により増幅してメインクラッチ機構に伝達し、これによりアウタケースとインナシャフトを連結してトルクを伝達する駆動力伝達装置であり、パイロットクラッチ機構とカム機構との間に、カム機構を構成する鉄製のカム部材とパイロットクラッチ機構を構成する鉄製のアーマチャとの隙間を規制する非磁性体からなる隙間規制部材を配設している。この隙間規制部材は、具体的には図９(a) に示すように、鉄製の第２カム部材１の外周側のフランジ部１ａに同一円周上に形成した複数の各保持孔１ｂに保持された非磁性体のステンレス製ボール３９であり、このボール３９により、パイロットクラッチ機構を構成するアーマチャ３８と第２カム部材１との隙間を一定間隔以上に維持することによって、アーマチャ３８から第２カム部材１を通ってアウタケースのハウジング２１側へ漏洩する磁束を阻止し、磁束の漏洩に起因するアーマチャ３８の吸引不良を防止して、パイロットクラッチ機構の摩擦クラッチ３６の作動を良好に維持するものである。
特開２００２−４８１５７号公報（段落〔０００９〕、段落〔００１０〕、段落〔００２８〕、段落〔００３０〕、図１、図４）。 As this type of driving force transmission device, for example, there is a technique disclosed in Patent Document 1. In this technology, a main clutch mechanism, an electromagnetic pilot clutch mechanism, and a cam mechanism are disposed between an iron outer case and an inner shaft that is coaxially and rotatably supported. A driving force transmission device that amplifies the acting force output from the clutch mechanism by the cam mechanism and transmits it to the main clutch mechanism, thereby connecting the outer case and the inner shaft to transmit torque. A gap regulating member made of a non-magnetic material that regulates the gap between the iron cam member that constitutes the cam mechanism and the iron armature that constitutes the pilot clutch mechanism is disposed therebetween. Specifically, as shown in FIG. 9 (a), the gap restricting member is held in a plurality of holding holes 1b formed on the same circumference in the flange portion 1a on the outer peripheral side of the second cam member 1 made of iron. A non-magnetic stainless steel ball 39 is formed, and by this ball 39, the gap between the armature 38 constituting the pilot clutch mechanism and the second cam member 1 is maintained at a predetermined interval or more, so that the second armature 38 The magnetic flux leaking to the housing 21 side of the outer case through the cam member 1 is blocked, the poor suction of the armature 38 due to the leakage of the magnetic flux is prevented, and the operation of the friction clutch 36 of the pilot clutch mechanism is maintained well. Is.
Japanese Unexamined Patent Publication No. 2002-48157 (paragraph [0009], paragraph [0010], paragraph [0028], paragraph [0030], FIG. 1 and FIG. 4).

特許文献１の駆動力伝達装置は、図９(a) に示す第２カム部材１の構造を除き、図１に示す本発明の実施形態と実質的に同一である。このような特許文献１の駆動力伝達装置は、アウタケース２０とその内部に同軸的に回転自在に支持されたインナシャフト２３の間に、メインクラッチ２６と、このメインクラッチ２６の伝達トルクを変化させるカム機構３０と、このカム機構３０を作動させるパイロットクラッチ機構３５を設けたものである。アウタケース２０はそのリヤカバー２２の一部に非磁性材料よりなる中間筒部２２ｃを設けたのを除き鉄製であり、カム機構３０の第１及び第２カム部材３１，１並びにアーマチャ３８は鉄製である。メインクラッチ２６は、インナシャフト２３側にスプライン結合された複数のインナクラッチプレート２６ａと、ハウジング２１側にスプライン結合された複数のアウタクラッチプレート２６ｂを交互に重ねたもので、アウタクラッチプレート２６ｂと摩擦係合されるインナクラッチプレート２６ａの両面には、ペーパ系の摩擦材２６ｃが接着剤などにより一体的に固着されている。カム機構３０の第１及び第２カム部材３１，１は、相対回動により軸線方向の距離が増減するものであり、第２カム部材１のフランジ部１ａはメインクラッチ２６の一側に当接可能に配置されている。   The driving force transmission device of Patent Document 1 is substantially the same as the embodiment of the present invention shown in FIG. 1 except for the structure of the second cam member 1 shown in FIG. Such a driving force transmission device of Patent Document 1 changes the transmission torque of the main clutch 26 and the main clutch 26 between the outer case 20 and the inner shaft 23 that is rotatably supported coaxially therein. And a pilot clutch mechanism 35 for operating the cam mechanism 30 is provided. The outer case 20 is made of iron except that a part of the rear cover 22 is provided with an intermediate cylinder portion 22c made of a nonmagnetic material, and the first and second cam members 31, 1 and the armature 38 of the cam mechanism 30 are made of iron. is there. The main clutch 26 is formed by alternately stacking a plurality of inner clutch plates 26a that are splined to the inner shaft 23 side and a plurality of outer clutch plates 26b that are splined to the housing 21 side. A paper-based friction material 26c is integrally fixed to both surfaces of the inner clutch plate 26a to be engaged by an adhesive or the like. The first and second cam members 31, 1 of the cam mechanism 30 have an axial distance that increases or decreases by relative rotation, and the flange portion 1 a of the second cam member 1 contacts one side of the main clutch 26. Arranged to be possible.

パイロットクラッチ機構３５は、電磁コイル３７に印加される制御電流に応じてアーマチャ３８が摩擦クラッチ３６を押圧する力を変化させて摩擦クラッチ３６の伝達トルクを変化させ、カム機構３０はこの伝達トルクに応じて両カム部材３１，１が相対回動してメインクラッチ２６を押圧し、メインクラッチ２６に増幅された伝達トルクを発生させるようになっている。第２カム部材１のフランジ部１ａに円周方向に沿って等間隔に形成した複数の保持孔３２ｃには非磁性材料よりなる複数のボール３９を保持させ、これによりパイロットクラッチ機構３５を形成するアーマチャ３８と第２カム部材１との間が一定距離以上になるようにして磁束の漏洩によるアーマチャ３８の吸引不良を防止している。   The pilot clutch mechanism 35 changes the transmission torque of the friction clutch 36 by changing the force with which the armature 38 presses the friction clutch 36 in accordance with the control current applied to the electromagnetic coil 37, and the cam mechanism 30 uses this transmission torque. In response, the cam members 31 and 1 rotate relative to each other to press the main clutch 26 and generate an amplified transmission torque in the main clutch 26. A plurality of holding holes 32c formed at equal intervals along the circumferential direction in the flange portion 1a of the second cam member 1 hold a plurality of balls 39 made of a nonmagnetic material, thereby forming a pilot clutch mechanism 35. The armature 38 and the second cam member 1 are separated from each other by a certain distance or more to prevent the armature 38 from being poorly attracted due to magnetic flux leakage.

しかしながら、このような特許文献１の駆動力伝達装置は、例えば前輪がリフトアップされた状態で牽引された場合などのように、アウタケース２０とインナシャフト２３の間に通常の使用状態よりも高い回転速度差が加わる状態で使用された場合には、メインクラッチ２６の摩擦材２６ｃに異常摩耗が生じ、このため図９(b) に示すように第２カム部材１とアーマチャ３８の間の隙間が増大して非磁性材料よりなるボール３９が第２カム部材１の保持孔１ｂから第２カム部材１とアーマチャ３８の間の隙間に離脱する。この隙間がある程度以上大きくなると、第２カム部材１とアーマチャ３８の相対回動により、ボール３９が保持孔１ｂの外端の角部とアーマチャ３８の間にくさび状に入り込んで保持孔１ｂ内に戻らなくなる。このため第２カム部材１を介してメインクラッチ２６に過大な推力が入力されて、駆動力伝達装置がロック状態になり、電磁コイル３７によるメインクラッチ２６の伝達トルクの制御が不能になるという問題が生じる。なお、図９(b) ではボール３９が第２カム部材１の半径方向に離脱した場合につき説明したが、ボール３９が円周方向に離脱した場合も同様な問題が生じる。本発明はこのような問題を解決することを目的とする。   However, such a driving force transmission device of Patent Document 1 is higher than the normal use state between the outer case 20 and the inner shaft 23, for example, when the front wheel is pulled while being lifted up. When used in a state where a rotational speed difference is applied, abnormal wear occurs in the friction material 26c of the main clutch 26, and as a result, a gap between the second cam member 1 and the armature 38 as shown in FIG. 9 (b). And the ball 39 made of a non-magnetic material is detached from the holding hole 1b of the second cam member 1 into the gap between the second cam member 1 and the armature 38. When the gap becomes larger than a certain level, the ball 39 enters the wedge shape between the corner of the outer end of the holding hole 1b and the armature 38 by the relative rotation of the second cam member 1 and the armature 38, and enters the holding hole 1b. It will not return. For this reason, an excessive thrust is input to the main clutch 26 via the second cam member 1, the driving force transmission device is locked, and the control of the transmission torque of the main clutch 26 by the electromagnetic coil 37 becomes impossible. Occurs. In FIG. 9B, the case where the ball 39 is detached in the radial direction of the second cam member 1 has been described. However, the same problem occurs when the ball 39 is separated in the circumferential direction. The present invention aims to solve such problems.

このために、本発明による駆動力伝達装置は、主として鉄などの磁性材料よりなるアウタケースと、その内部に同軸的に回転自在に支持されたインナシャフトと、アウタケースとインナシャフトの間に設けられたメインクラッチと、インナシャフトと同軸的に配置されそれぞれ磁性材料よりなり相対回動によりメインクラッチの伝達トルクを変化させる第１及び第２カム部材を有するカム機構と、アウタケースと第１カム部材の間に設けられた摩擦クラッチの伝達トルクをその第２カム部材側となる一側に設けられて電磁コイルにより吸着される磁性材料よりなるアーマチャにより変化させて両カム部材を相対回動させるパイロットクラッチ機構と、第２カム部材とアーマチャが所定距離以下に接近することを阻止する隙間規制部材を備えてなる駆動力伝達装置において、隙間規制部材は第２カム部材に厚さ方向に形成した複数の保持孔に保持された非磁性材料よりなる複数のボールとし、第２カム部材にはアーマチャ側となる保持孔の周辺に第２カム部材の厚さ方向に伸びる突出部を形成したことを特徴とするものである。   For this purpose, the driving force transmission device according to the present invention is provided with an outer case mainly made of a magnetic material such as iron, an inner shaft rotatably supported coaxially therein, and between the outer case and the inner shaft. A main clutch, a cam mechanism that is coaxially arranged with the inner shaft, each of which is made of a magnetic material and has a first and second cam members that change the transmission torque of the main clutch by relative rotation, an outer case, and a first cam The transmission torque of the friction clutch provided between the members is changed by an armature made of a magnetic material that is provided on one side of the second cam member and is attracted by the electromagnetic coil, thereby rotating both cam members relative to each other. A pilot clutch mechanism, and a gap regulating member that prevents the second cam member and the armature from approaching a predetermined distance or less. In the driving force transmission apparatus, the gap regulating member is a plurality of balls made of a non-magnetic material held in a plurality of holding holes formed in the thickness direction on the second cam member, and the second cam member is on the armature side. A protrusion that extends in the thickness direction of the second cam member is formed around the holding hole.

請求項１に記載の駆動力伝達装置において、カム機構は、両カム部材の間にカム作動部材を設け、第１カム部材の背面をアウタケースの内端面に回転自在に当接支持させるとともに第２カム部材の背面をメインクラッチの軸線方向一側に当接可能として、相対回動により両カム部材の間の距離が増減してメインクラッチの伝達トルクを変化させるものとし、ボールは両カム部材の間の距離が最小となった状態においてアーマチャが摩擦クラッチから所定距離以上離れることを阻止する大きさとし、突出部の高さは両カム部材の間の距離が最小となった状態において突出部の先端面とアーマチャとの間にアーマチャから第２カム部材への磁束の漏洩を防止する隙間を残す高さとすることが好ましい。   2. The driving force transmission device according to claim 1, wherein the cam mechanism is provided with a cam actuating member between the cam members, and the rear surface of the first cam member is rotatably contacted and supported by the inner end surface of the outer case. 2 The back surface of the cam member can be brought into contact with one side in the axial direction of the main clutch, and the distance between the cam members is increased or decreased by relative rotation to change the transmission torque of the main clutch. When the distance between the cam members is minimized, the armature is prevented from being separated from the friction clutch by more than a predetermined distance. It is preferable to have a height that leaves a gap preventing leakage of magnetic flux from the armature to the second cam member between the tip surface and the armature.

請求項１または請求項２に記載の駆動力伝達装置において、突出部は各保持孔の外周縁に形成した環状突起とすることが好ましい。   In the driving force transmission device according to claim 1 or 2, it is preferable that the protrusion is an annular protrusion formed on the outer peripheral edge of each holding hole.

請求項１または請求項２に記載の駆動力伝達装置において、突出部は第２カム部材と同心に各保持孔を含む範囲に形成された環状突条とすることが好ましい。   In the driving force transmission device according to claim 1 or 2, the protrusion is preferably an annular protrusion formed in a range including each holding hole concentrically with the second cam member.

また請求項５の発明による駆動力伝達装置は、主として鉄などの磁性材料よりなるアウタケースと、その内部に同軸的に回転自在に支持されたインナシャフトと、アウタケースとインナシャフトの間に設けられたメインクラッチと、インナシャフトと同軸的に配置されそれぞれ磁性材料よりなり相対回動によりメインクラッチの伝達トルクを変化させる第１及び第２カム部材を有するカム機構と、アウタケースと第１カム部材の間に設けられた摩擦クラッチの伝達トルクをその第２カム部材側となる一側に設けられて電磁コイルにより吸着される磁性材料よりなるアーマチャにより変化させて両カム部材を相対回動させるパイロットクラッチ機構と、第２カム部材とアーマチャが所定距離以下に接近することを阻止する隙間規制部材を備えてなる駆動力伝達装置において、隙間規制部材は第２カム部材及びアーマチャの何れか一方の円周方向複数箇所に根本部が保持されて他方に向かって突出される非磁性材料よりなる複数のピンとしたことを特徴とするものである。   According to a fifth aspect of the present invention, there is provided a driving force transmission device provided between an outer case and an inner shaft, an outer case mainly made of a magnetic material such as iron, an inner shaft rotatably supported coaxially therein. A main clutch, a cam mechanism that is coaxially arranged with the inner shaft, each of which is made of a magnetic material and has a first and second cam members that change the transmission torque of the main clutch by relative rotation, an outer case, and a first cam The transmission torque of the friction clutch provided between the members is changed by an armature made of a magnetic material that is provided on one side of the second cam member and is attracted by the electromagnetic coil, thereby rotating both cam members relative to each other. A pilot clutch mechanism, and a gap regulating member that prevents the second cam member and the armature from approaching a predetermined distance or less. In the driving force transmission device, the gap regulating member is a plurality of pins made of a non-magnetic material that has a root portion held at a plurality of positions in the circumferential direction of either the second cam member or the armature and protrudes toward the other. It is characterized by this.

請求項５に記載の駆動力伝達装置において、カム機構は、両カム部材の間にカム作動部材を設け、第１カム部材の背面をアウタケースの内端面に回転自在に当接支持させるとともに第２カム部材の背面をメインクラッチの軸線方向一側に当接可能として、相対回動により両カム部材の間の距離が増減してメインクラッチの伝達トルクを変化させるものとし、ピンは両カム部材の間の距離が最小となった状態においてアーマチャが摩擦クラッチから所定距離以上離れることを阻止する長さとすることが好ましい。   6. The driving force transmission device according to claim 5, wherein the cam mechanism is provided with a cam actuating member between both cam members, and the back surface of the first cam member is rotatably contacted and supported on the inner end surface of the outer case. 2 The back surface of the cam member can be brought into contact with one side in the axial direction of the main clutch, and the distance between the cam members is increased or decreased by relative rotation to change the transmission torque of the main clutch. It is preferable that the armature has a length that prevents the armature from being separated from the friction clutch by a predetermined distance or more in a state where the distance between the friction clutches is minimized.

請求項５または請求項６に記載の駆動力伝達装置において、ピンは第２カム部材に根本部が保持されてアーマチャ側に向かって突出されるものとしてもよい。   In the driving force transmission device according to claim 5 or 6, the pin may be protruded toward the armature side with the root portion held by the second cam member.

請求項５または請求項６に記載の駆動力伝達装置において、ピンはアーマチャに根本部が保持されて第２カム部材側に向かって突出されるものしてもよい。   In the driving force transmission device according to claim 5 or 6, the pin may be protruded toward the second cam member side with a root portion held by the armature.

請求項１の発明によれば、隙間規制部材は第２カム部材に厚さ方向に形成した複数の保持孔に保持された非磁性材料よりなる複数のボールとし、第２カム部材にはアーマチャ側となる保持孔の周辺に第２カム部材の厚さ方向に伸びる突出部を形成したので、突出部の先端面とアーマチャとの間の隙間は突出部の高さ分だけ減少する。従って、アウタケースとインナシャフトの間に通常の使用状態よりも高い回転速度差が加わる状態で使用されてメインクラッチの摩擦材に異常摩耗が生じ、第２カム部材とアーマチャの間の隙間が増大した場合でも、その異常摩耗量が図９に示す従来技術のものより突出部の高さの分だけ増大するまでは、ボールが第２カム部材の保持孔から第２カム部材とアーマチャの間の隙間に離脱して駆動力伝達装置がロック状態になることはなく、電磁コイルによる制御が不能になるという問題を生じることもない。   According to the invention of claim 1, the gap regulating member is a plurality of balls made of a non-magnetic material held in a plurality of holding holes formed in the thickness direction on the second cam member, and the second cam member has an armature side. Since the projecting portion extending in the thickness direction of the second cam member is formed around the holding hole, the gap between the front end surface of the projecting portion and the armature is reduced by the height of the projecting portion. Accordingly, the friction material of the main clutch is used in a state where a higher rotational speed difference is applied between the outer case and the inner shaft than in the normal use state, and the friction between the second clutch member and the armature increases. Even in this case, until the abnormal wear amount is increased by the height of the protruding portion from that of the prior art shown in FIG. 9, the ball is placed between the second cam member and the armature from the holding hole of the second cam member. The drive force transmission device is not locked by being separated into the gap, and there is no problem that control by the electromagnetic coil becomes impossible.

カム機構は、両カム部材の間にカム作動部材を設け、第１カム部材の背面をアウタケースの内端面に回転自在に当接支持させるとともに第２カム部材の背面をメインクラッチの軸線方向一側に当接可能として、相対回動により両カム部材の間の距離が増減してメインクラッチの伝達トルクを変化させるものとし、ボールは両カム部材の間の距離が最小となった状態においてアーマチャが摩擦クラッチから所定距離以上離れることを阻止する大きさとし、突出部の高さは両カム部材の間の距離が最小となった状態において突出部の先端面とアーマチャとの間にアーマチャから第２カム部材への磁束の漏洩を防止する隙間を残す高さとした請求項２の発明によれば、アーマチャは摩擦クラッチから所定距離以上離れることがないので、電磁コイルによる吸着開始時から確実に吸着されてパイロットクラッチ機構の摩擦クラッチの伝達トルクを確実に変化させ、またアーマチャから第２カム部材を通ってアウタケース側に漏洩する磁束を減少させるので、磁束の漏洩に起因するアーマチャの吸着不良も減少する。これによりパイロットクラッチ機構の作動は確実になり、ひいては駆動力伝達装置の作動も確実なものになる。   The cam mechanism is provided with a cam actuating member between both cam members, the back surface of the first cam member is rotatably contacted and supported on the inner end surface of the outer case, and the back surface of the second cam member is aligned with the axial direction of the main clutch. The distance between the two cam members is increased or decreased by relative rotation to change the transmission torque of the main clutch, and the ball is in the state where the distance between the two cam members is minimized. The height of the projecting portion is the second height from the armature between the front end surface of the projecting portion and the armature when the distance between the cam members is minimized. According to the second aspect of the present invention, the armature never leaves the friction clutch more than a predetermined distance from the friction clutch. This ensures that the transmission torque of the friction clutch of the pilot clutch mechanism is reliably changed from the start of the suction, and the magnetic flux leaking from the armature through the second cam member to the outer case side is reduced. Also, the poor armature adsorption due to the decrease. As a result, the operation of the pilot clutch mechanism is assured, and as a result, the operation of the driving force transmission device is also assured.

突出部は各保持孔の外周縁に形成した環状突起とした請求項３の発明によれば、軸線方向から見た突出部の面積が減少するのでアーマチャから第２カム部材を通ってアウタケース側へ漏洩する磁束が一層減少して磁束の漏洩に起因するアーマチャの吸着不良が一層減少し、これにより駆動力伝達装置の作動は一層確実なものになる。   According to the invention of claim 3, since the projecting portion is an annular projection formed on the outer peripheral edge of each holding hole, the area of the projecting portion when viewed from the axial direction is reduced, so that the outer case side passes through the second cam member from the armature. The magnetic flux leaking further decreases, and the armature adsorption failure caused by the leakage of the magnetic flux is further reduced, so that the operation of the driving force transmission device is further ensured.

突出部は第２カム部材と同心に各保持孔を含む範囲に形成された環状突条とした請求項４の発明によれば、突出部を１工程で同時に形成できるので、第２カム部材の製造コストを低下させることができる。   According to the invention of claim 4, wherein the projecting portion is an annular ridge formed in a range including each holding hole concentrically with the second cam member, the projecting portion can be formed simultaneously in one step. Manufacturing cost can be reduced.

また請求項５の発明によれば、隙間規制部材は第２カム部材及びアーマチャの何れか一方の円周方向複数箇所に根本部が保持されて他方に向かって突出される非磁性材料よりなる複数のピンとしたので、このピンが第２カム部材とアーマチャの間の隙間に離脱して駆動力伝達装置がロック状態になることはなく、電磁コイルによる制御が不能になるという問題が生じることもない。   According to a fifth aspect of the present invention, the gap regulating member includes a plurality of non-magnetic materials that have root portions held at a plurality of positions in the circumferential direction of either the second cam member or the armature and project toward the other. Therefore, the pin is not separated into the gap between the second cam member and the armature, and the driving force transmission device is not locked, and the problem that the control by the electromagnetic coil becomes impossible does not occur. .

カム機構は、両カム部材の間にカム作動部材を設け、第１カム部材の背面をアウタケースの内端面に回転自在に当接支持させるとともに第２カム部材の背面をメインクラッチの軸線方向一側に当接可能として、相対回動により両カム部材の間の距離が増減してメインクラッチの伝達トルクを変化させるものとし、ピンは両カム部材の間の距離が最小となった状態においてアーマチャが摩擦クラッチから所定距離以上離れることを阻止する長さとした請求項６の発明によれば、アーマチャは摩擦クラッチから所定距離以上離れることがないので、電磁コイルによる吸着開始時から確実に吸着されてパイロットクラッチ機構の摩擦クラッチの伝達トルクを確実に変化させ、またアーマチャと第２カム部材はこの両部材からのピンの突出量以下に接近することはなく、これによりアーマチャから第２カム部材を通ってアウタケース側に漏洩する磁束を減少させるので、磁束の漏洩に起因するアーマチャの吸着不良も減少する。これによりパイロットクラッチ機構の作動は確実になり、ひいては駆動力伝達装置の作動も確実なものになる。   The cam mechanism is provided with a cam actuating member between both cam members, the back surface of the first cam member is rotatably contacted and supported on the inner end surface of the outer case, and the back surface of the second cam member is aligned with the axial direction of the main clutch. The distance between the two cam members is increased or decreased by relative rotation to change the transmission torque of the main clutch, and the pin is the armature in the state where the distance between the two cam members is minimized. According to the invention of claim 6, wherein the armature is not separated from the friction clutch by more than a predetermined distance from the friction clutch, the armature will not be separated from the friction clutch by more than a predetermined distance. The transmission torque of the friction clutch of the pilot clutch mechanism is reliably changed, and the armature and the second cam member are in contact with each other below the protruding amount of the pin from both members. Not be, thereby so reducing the magnetic flux leaking to the second outer case side through the cam member from the armature, to adsorb reducing defects also armature due to the magnetic flux leakage. As a result, the operation of the pilot clutch mechanism is assured, and as a result, the operation of the driving force transmission device is also assured.

ピンは第２カム部材に根本部が保持されてアーマチャ側に向かって突出されるようにした請求項７の発明でも、ピンはアーマチャに根本部が保持されて第２カム部材側に向かって突出されるようにした請求項８の発明でも、前２項で述べた効果は同様に得られる。   In the invention of claim 7, wherein the pin is protruded toward the armature side with the root portion held by the second cam member, the pin protrudes toward the second cam member side with the root portion held by the armature. The invention described in claim 8 can also obtain the effects described in the preceding two paragraphs.

先ず、図１〜図４により、本発明による駆動力伝達装置の第１実施形態の説明をする。この第１実施形態は、図４に示すように、前輪駆動をベースとする四輪駆動車における後輪側への駆動力伝達経路に配置されて、後輪への駆動力の伝達を制御するものである。   First, a first embodiment of a driving force transmission device according to the present invention will be described with reference to FIGS. As shown in FIG. 4, the first embodiment is arranged in a driving force transmission path to the rear wheels in a four-wheel drive vehicle based on front wheel driving, and controls transmission of driving force to the rear wheels. Is.

図４に示すこの四輪駆動車の動力伝達装置において、トランスアクスル１１は、トランスミッションとトランスファとフロントデファレンシャルを備えたもので、エンジン１２の駆動力はフロントデファレンシャルから左右のアクスルシャフト１３ａに出力されて左右の前輪１３ｂを駆動し、またプロペラシャフト１４に出力される。プロペラシャフト１４は、本発明の駆動力伝達装置Ａを介してドライブピニオンシャフト１５に連結され、ドライブピニオンシャフト１５に出力されたエンジン１２の駆動力は、リヤデファレンシャル１６から左右のアクスルシャフト１７ａに出力されて左右の前輪１３ｂを駆動する。駆動力伝達装置Ａ及びリヤデファレンシャル１６は、デファレンシャルキャリヤ１８内に回転自在に支持されている。   In the four-wheel drive vehicle power transmission device shown in FIG. 4, the transaxle 11 includes a transmission, a transfer, and a front differential, and the driving force of the engine 12 is output from the front differential to the left and right axle shafts 13a. The left and right front wheels 13b are driven and output to the propeller shaft 14. The propeller shaft 14 is connected to the drive pinion shaft 15 via the driving force transmission device A of the present invention, and the driving force of the engine 12 output to the drive pinion shaft 15 is output from the rear differential 16 to the left and right axle shafts 17a. Thus, the left and right front wheels 13b are driven. The driving force transmission device A and the rear differential 16 are rotatably supported in a differential carrier 18.

この第１実施形態の駆動力伝達装置Ａは、図１に示すように、アウタケース２０と、その内部に同軸的に回転自在に支持されたインナシャフト２３と、アウタケース２０とインナシャフト２３の間に設けられたメインクラッチ２６と、インナシャフト２３と同軸的に配置され相対回動によりメインクラッチ２６の伝達トルクを変化させる第１及び第２カム部材３１，３２を有するカム機構３０と、アウタケース２０と第１カム部材３１の間に設けられた摩擦クラッチ３６の伝達トルクを電磁コイル３７により吸着されるアーマチャ３８により変化させてカム機構３０の両カム部材３１，３２を相対回動させるパイロットクラッチ機構３５と、第２カム部材３２とアーマチャ３８が所定距離以下に接近することを阻止するボール（隙間規制部材）３９により構成されている。これらのメインクラッチ２６とカム機構３０とパイロットクラッチ機構３５などが収容されるアウタケース２０とインナシャフト２３の間の空間は、コハク酸イミド系分散剤を含む潤滑油により充填されている。   As shown in FIG. 1, the driving force transmission device A of the first embodiment includes an outer case 20, an inner shaft 23 that is coaxially and rotatably supported therein, and an outer case 20 and an inner shaft 23. A main clutch 26 provided in between, a cam mechanism 30 having first and second cam members 31 and 32 which are arranged coaxially with the inner shaft 23 and change the transmission torque of the main clutch 26 by relative rotation, and an outer A pilot that relatively rotates both cam members 31 and 32 of the cam mechanism 30 by changing a transmission torque of a friction clutch 36 provided between the case 20 and the first cam member 31 by an armature 38 attracted by an electromagnetic coil 37. A ball (gap regulating member) that prevents the clutch mechanism 35, the second cam member 32, and the armature 38 from approaching a predetermined distance or less. And it is made of 39. A space between the outer case 20 and the inner shaft 23 in which the main clutch 26, the cam mechanism 30, the pilot clutch mechanism 35, and the like are accommodated is filled with a lubricating oil containing a succinimide dispersant.

アウタケース２０は、有底筒状のハウジング２１とその後部となる解放側の内周に液密にねじ込み固定されるリヤカバー２２よりなるものである。ハウジング２１は鉄（例えばＳ１５Ｃ）などの磁性材料（以下単に磁性材料という）よりなり、前側となる底部にはプロペラシャフト１４にスプライン結合される連結軸２１ａが同軸的に突出して一体形成されている。リヤカバー２２は全体として後側が凹んだコ字断面形状の環状で、磁性材料よりなる内筒部２２ａ及び外筒部２２ｂと、この両筒部２２ａ，２２ｂの間に位置してそれらに溶接などにより一体的に結合されたステンレス鋼などの非磁性材料（以下単に非磁性材料という）よりなる中間筒部２２ｃとにより構成されている。このリヤカバー２２の後側の環状の凹部内には、環状のヨーク２５が挿入されてボールベアリングを介してリヤカバー２２の内筒部２２ａに回転自在に取り付けられ、ヨーク２５の後部の内外周は内筒部２２ａ及び外筒部２２ｂにわずかの隙間をおいて接近され、凹部内となる前部にはパイロットクラッチ機構３５の一部である電磁コイル３７が取り付けられている。リヤカバー２２の外側となるヨーク２５はデファレンシャルキャリヤ１８に固定され、ハウジング２１の連結軸２１ａはボールベアリングを介してデファレンシャルキャリヤ１８に支持され、これによりアウタケース２０はデファレンシャルキャリヤ１８に回転自在に支持されている。   The outer case 20 includes a bottomed cylindrical housing 21 and a rear cover 22 that is screwed and fixed in a liquid-tight manner to the inner periphery of the release side that is the rear portion thereof. The housing 21 is made of a magnetic material such as iron (for example, S15C) (hereinafter simply referred to as a magnetic material), and a connecting shaft 21a that is spline-coupled to the propeller shaft 14 is coaxially protruded and integrally formed on the bottom that is the front side. . The rear cover 22 has a generally U-shaped cross-sectional shape with a recessed rear side. The rear cover 22 is located between the inner cylindrical portion 22a and the outer cylindrical portion 22b made of a magnetic material, and both the cylindrical portions 22a and 22b by welding or the like. It is comprised by the intermediate | middle cylinder part 22c which consists of nonmagnetic materials (henceforth only nonmagnetic material), such as stainless steel joined together. An annular yoke 25 is inserted into the annular recess on the rear side of the rear cover 22 and is rotatably attached to the inner cylindrical portion 22a of the rear cover 22 via a ball bearing. An electromagnetic coil 37, which is a part of the pilot clutch mechanism 35, is attached to the front portion that is close to the cylindrical portion 22 a and the outer cylindrical portion 22 b with a slight gap and is in the recess. A yoke 25 on the outer side of the rear cover 22 is fixed to the differential carrier 18, and a connecting shaft 21 a of the housing 21 is supported by the differential carrier 18 via a ball bearing, whereby the outer case 20 is rotatably supported by the differential carrier 18. ing.

インナシャフト２３はアウタケース２０内に同軸的に配置され、前端部はハウジング２１の底部の内面にボールベアリングを介して回転自在に支持され、後部はリヤカバー２２の内筒部２２ａを液密に通って後方に伸びてニードル軸受により回転自在に支持されている。このインナシャフト２３は中間部がキャップ２４により液密に閉じられた管状で、ハウジング２１の底部側となる前部の一部は大径となっており、また細径の後部にはドライブピニオンシャフト１５がスプライン結合されるようになっている。   The inner shaft 23 is coaxially disposed in the outer case 20, the front end portion is rotatably supported on the inner surface of the bottom portion of the housing 21 via a ball bearing, and the rear portion passes through the inner cylinder portion 22 a of the rear cover 22 in a liquid-tight manner. It extends rearward and is rotatably supported by a needle bearing. The inner shaft 23 is a tube whose middle portion is liquid-tightly closed by a cap 24, and a part of the front portion on the bottom side of the housing 21 has a large diameter, and a drive pinion shaft is formed at the rear portion of the small diameter. 15 is splined.

メインクラッチ２６は、図１及び図２に示すように、インナシャフト２３の大径部に軸線方向摺動可能にスプライン結合された複数のインナクラッチプレート２６ａと、ハウジング２１の内面に軸線方向摺動可能にスプライン結合された複数のアウタクラッチプレート２６ｂを交互に重ねたものである。インナクラッチプレート２６ａは環状に打ち抜いた鉄板を主体とし、アウタクラッチプレート２６ｂと摩擦係合される両面にペーパ系の摩擦材２６ｃを接着剤などにより一体的に固着したものである。   As shown in FIGS. 1 and 2, the main clutch 26 includes a plurality of inner clutch plates 26 a that are spline-coupled to the large diameter portion of the inner shaft 23 and slidable in the axial direction on the inner surface of the housing 21. A plurality of outer clutch plates 26b that are spline-coupled to each other are alternately stacked. The inner clutch plate 26a is mainly made of an iron plate punched in an annular shape, and a paper-based friction material 26c is integrally fixed to both surfaces frictionally engaged with the outer clutch plate 26b by an adhesive or the like.

カム機構３０は、図１及び図２に示すように、互いに同軸的に配置した第１カム部材３１及び第２カム部材３２と、この両カム部材３１，３２の軸線方向に互いに対向する面の間に設けたカム作動部材３３よりなるもので、両カム部材３１，３２は何れもインナシャフト２３の細径部に摺動自在に嵌合支持されている。第１カム部材３１の背面はスラスト軸受３４を介してアウタケース２０のリヤカバー２２の内端面に回転自在に当接支持されている。第２カム部材３２には第１カム部材３１よりも半径方向外向きに伸びるフランジ部３２ｂが形成され、このフランジ部３２ｂの背面をメインクラッチ２６の軸線方向で最も外側となるインナクラッチプレート２６ａの後側に当接可能としている。この第２カム部材３２は、インナシャフト２３の大径部の後端部に軸線方向摺動可能にスプライン結合されている。   As shown in FIGS. 1 and 2, the cam mechanism 30 includes a first cam member 31 and a second cam member 32 arranged coaxially with each other, and surfaces of the cam members 31 and 32 facing each other in the axial direction. The cam operating member 33 is provided between them, and both the cam members 31 and 32 are slidably fitted to and supported by the small diameter portion of the inner shaft 23. The back surface of the first cam member 31 is rotatably supported by an inner end surface of the rear cover 22 of the outer case 20 via a thrust bearing 34. The second cam member 32 is formed with a flange portion 32b extending radially outward from the first cam member 31, and the back surface of the flange portion 32b is the outer clutch plate 26a that is the outermost in the axial direction of the main clutch 26. The rear side can be contacted. The second cam member 32 is splined to the rear end portion of the large diameter portion of the inner shaft 23 so as to be slidable in the axial direction.

この第１実施形態のカム作動部材３３は、両カム部材３１，３２の軸線方向に互いに対向する面に形成されて各カム部材３１，３２の軸線を中心とする円周方向に沿った深さが浅いＶ字状に変化するカム溝３１ａ，３２ａの間に介装されたボール３３である。このようなカム溝３１ａ，３２ａと組み合わされたボール３３よりなるカム作動部材３３によれば、両カム部材３１，３２の相対回動は両カム部材３１，３２の間の距離の増減に変化され、これにより第２カム部材３２によるメインクラッチ２６への押圧力を変化させて、メインクラッチ２６の伝達トルクを変化させることができる。   The cam actuating member 33 according to the first embodiment is formed on surfaces facing each other in the axial direction of the cam members 31 and 32 and has a depth along the circumferential direction centering on the axis of each cam member 31 and 32. Is a ball 33 interposed between cam grooves 31a and 32a that change into a shallow V-shape. According to the cam actuating member 33 composed of the ball 33 combined with the cam grooves 31a and 32a, the relative rotation of the cam members 31 and 32 is changed to increase or decrease of the distance between the cam members 31 and 32. Thus, the transmission force of the main clutch 26 can be changed by changing the pressing force of the second cam member 32 to the main clutch 26.

パイロットクラッチ機構３５は、図１及び図２に示すように、第１カム部材３１の外周部に軸線方向摺動可能にスプライン結合された少数のインナクラッチプレート３６ａと、ハウジング２１の内面に軸線方向摺動可能にスプライン結合された少数のアウタクラッチプレート３６ｂを交互に重ねたものであり、磁性材料よりなりハウジング２１の内面に軸線方向摺動可能にスプライン結合されたアーマチャ３８が、第２カム部材３２のフランジ部３２ｂ側となる摩擦クラッチ３６の側面に当接可能に設けられている。前述のようにヨーク２５に設けた電磁コイル３７に制御電流を印加すれば、ヨーク２５から内筒部２２ａとアーマチャ３８と外筒部２２ｂを通ってヨーク２５に戻る磁気回路には制御電流の値に応じた磁束が生じ、アーマチャ３８はリヤカバー２２側に吸着され摩擦クラッチ３６を押圧してこれに制御電流の値に応じて変化する伝達トルクを発生させる。アーマチャ３８の半径方向内側となるフランジ部３２ｂと摩擦クラッチ３６の間には、実質的に伝達トルクを生じない程度の弱い力で摩擦クラッチ３６を軽く押圧するコイルばね４０が介装されている。なおこのコイルばね４０は必ずしも必要ではなく、省略しても差し支えない。   As shown in FIGS. 1 and 2, the pilot clutch mechanism 35 includes a small number of inner clutch plates 36 a that are spline-coupled to the outer peripheral portion of the first cam member 31 in the axial direction, and the inner surface of the housing 21 in the axial direction. A small number of outer clutch plates 36b that are slidably spline-coupled are alternately stacked, and an armature 38 made of a magnetic material and spline-coupled to the inner surface of the housing 21 so as to be slidable in the axial direction is provided as a second cam member. It is provided so that it can contact | abut to the side surface of the friction clutch 36 used as the 32 flange part 32b side. As described above, if a control current is applied to the electromagnetic coil 37 provided in the yoke 25, the value of the control current is supplied to the magnetic circuit returning from the yoke 25 to the yoke 25 through the inner cylinder portion 22a, the armature 38, and the outer cylinder portion 22b. Accordingly, the armature 38 is attracted to the rear cover 22 side and presses the friction clutch 36 to generate a transmission torque that changes according to the value of the control current. A coil spring 40 that lightly presses the friction clutch 36 with a weak force that does not substantially generate transmission torque is interposed between the flange portion 32b on the radially inner side of the armature 38 and the friction clutch 36. The coil spring 40 is not always necessary and may be omitted.

また第２カム部材３２のフランジ部３２ｂには、第２カム部材３２の軸線を中心とする円周方向に沿って等間隔に形成した複数（例えば３個）の保持孔３２ｃが形成されており、アーマチャ３８側となる保持孔３２ｃの周辺には第２カム部材３２の厚さ方向に伸びる突出部３２ｄが形成されている。この第１実施形態の突出部３２ｄは、図３に示すように、各保持孔３２ｃの外周縁に形成した環状突起である。各保持孔３２ｃには、環状突起３２ｄを含む第２カム部材３２の厚さよりも大きい径を有する非磁性材料よりなる複数のボール３９が、移動可能に保持されている。   The flange portion 32b of the second cam member 32 is formed with a plurality of (for example, three) holding holes 32c formed at equal intervals along the circumferential direction around the axis of the second cam member 32. A protrusion 32d extending in the thickness direction of the second cam member 32 is formed around the holding hole 32c on the armature 38 side. The protrusion 32d of the first embodiment is an annular protrusion formed on the outer peripheral edge of each holding hole 32c as shown in FIG. In each holding hole 32c, a plurality of balls 39 made of a nonmagnetic material having a diameter larger than the thickness of the second cam member 32 including the annular protrusion 32d is movably held.

以上に説明した駆動力伝達装置は、電磁コイル３７に通電されていない状態では、アウタケース２０とインナシャフト２３の相対回動によりその間に充填された潤滑油が両クラッチプレート２６ａ，２６ｂの間に入り込むことにより、カム機構３０の第２カム部材３２は、図１及び図２(a) に示すように、スラスト軸受３４により後退が阻止された第１カム部材３１に押し付けられ、ボール３３は各カム溝３１ａ，３２ａの最も深い部分に位置して、両カム部材３１，３２の間の距離は最小となっている。ボール３９の径は、この状態において電磁コイル３７への制御電流が有意で低い値の場合でもアーマチャ３８が摩擦クラッチ３６側に吸着されるように、密着された摩擦クラッチ３６からアーマチャ３８が所定距離以上離れることを阻止する大きさに設定され、また環状突起３２ｄの高さは、この状態においてアーマチャ３８がボール３９により許容される範囲で摩擦クラッチ３６から離れても、環状突起３２ｄの先端面とアーマチャ３８との間にアーマチャ３８から第２カム部材３２への磁束の漏洩を防止する隙間を残す値に設定されている。   In the driving force transmission device described above, when the electromagnetic coil 37 is not energized, the lubricating oil filled between the outer case 20 and the inner shaft 23 due to the relative rotation of the outer case 20 and the inner shaft 23 is interposed between the clutch plates 26a and 26b. As a result, the second cam member 32 of the cam mechanism 30 is pressed against the first cam member 31 prevented from retreating by the thrust bearing 34 as shown in FIGS. Located at the deepest part of the cam grooves 31a, 32a, the distance between the cam members 31, 32 is the smallest. In this state, the diameter of the ball 39 is such that even when the control current to the electromagnetic coil 37 is a significantly low value, the armature 38 is spaced a predetermined distance from the contacted friction clutch 36 so that the armature 38 is attracted to the friction clutch 36 side. The height of the annular protrusion 32d is set so as to prevent the above-mentioned separation, and even if the armature 38 is separated from the friction clutch 36 within the range allowed by the ball 39 in this state, the height of the annular protrusion 32d is It is set to a value that leaves a gap that prevents leakage of magnetic flux from the armature 38 to the second cam member 32 between the armature 38 and the armature 38.

図４に示すような本発明による駆動力伝達装置Ａを備えた四輪駆動車の走行状態において、駆動力伝達装置Ａの不作動状態、すなわち電磁コイル３７に制御電流が印加されないでメインクラッチ２６が係合されていない状態では、アウタケース２０とインナシャフト２３の間に多少の回転速度差が生じており、カム機構３０の両カム部材３１，３２は何れもインナシャフト２３とともに回転している。この状態でヨーク２５に設けた電磁コイル３７に制御電流を印加すれば、前述のようにパイロットクラッチ機構３５の摩擦クラッチ３６には制御電流に応じた伝達トルクが生じ、これにより第１カム部材３１はアウタケース２０に引きずられて回転して第２カム部材３２との間に相対回動を生じる。この相対回動により両カム部材３１，３２の間の距離が増大して、第２カム部材３２のフランジ部３２ｂはメインクラッチ２６の後側を押圧し、メインクラッチ２６には制御電流に応じて摩擦クラッチ３６に生じる伝達トルクよりも大きい伝達トルクを生じて、エンジン１２の駆動力を各後輪１７ｂに伝達する。   In the traveling state of the four-wheel drive vehicle including the driving force transmission device A according to the present invention as shown in FIG. 4, the driving force transmission device A is in an inoperative state, that is, the control current is not applied to the electromagnetic coil 37 and the main clutch 26 Is not engaged, there is a slight rotational speed difference between the outer case 20 and the inner shaft 23, and both the cam members 31 and 32 of the cam mechanism 30 rotate together with the inner shaft 23. . When a control current is applied to the electromagnetic coil 37 provided in the yoke 25 in this state, a transmission torque corresponding to the control current is generated in the friction clutch 36 of the pilot clutch mechanism 35 as described above. Is rotated by being dragged by the outer case 20 to cause relative rotation with the second cam member 32. This relative rotation increases the distance between the cam members 31 and 32, the flange portion 32b of the second cam member 32 presses the rear side of the main clutch 26, and the main clutch 26 is in response to the control current. A transmission torque larger than the transmission torque generated in the friction clutch 36 is generated, and the driving force of the engine 12 is transmitted to each rear wheel 17b.

上述した第１実施形態では、第２カム部材３２にはアーマチャ３８側となる保持孔３２ｃの外周縁に第２カム部材３２の厚さ方向に伸びる環状突起３２ｄを形成したので、環状突起３２ｄの先端面とアーマチャ３８との間の隙間は、図９に示す従来技術のものに比して環状突起３２ｄの高さ分だけ減少する。従って、前輪がリフトアップされた状態で牽引された場合などのように、アウタケース２０とインナシャフト２３の間に通常の使用状態よりも高い回転速度差が加わる状態で使用されてメインクラッチ２６の摩擦材２６ｃに異常摩耗が生じ、その異常摩耗量が従来技術では図９(b) に示すようなボール３９が離脱して駆動力伝達装置がロック状態になるような値に達した状態でも、図２(b) に示すようにボール３９が第２カム部材３２の保持孔３２ｃから第２カム部材３２のフランジ部３２ｂとアーマチャ３８の間の隙間に離脱することはなく、電磁コイル３７によるメインクラッチ２６の伝達トルクの制御が不能になるという問題を生じることはない。   In the first embodiment described above, the second cam member 32 is formed with the annular protrusion 32d extending in the thickness direction of the second cam member 32 on the outer peripheral edge of the holding hole 32c on the armature 38 side. The gap between the distal end surface and the armature 38 is reduced by the height of the annular protrusion 32d as compared with the prior art shown in FIG. Accordingly, the main clutch 26 is used in a state where a higher rotational speed difference is applied between the outer case 20 and the inner shaft 23 than in the normal use state, such as when the front wheels are pulled up in a lifted-up state. Even when abnormal wear occurs in the friction material 26c and the amount of abnormal wear reaches a value such that the ball 39 is detached as shown in FIG. As shown in FIG. 2 (b), the ball 39 does not separate from the holding hole 32 c of the second cam member 32 into the gap between the flange portion 32 b of the second cam member 32 and the armature 38, and is There is no problem that the transmission torque of the clutch 26 cannot be controlled.

駆動力伝達装置が不作動状態で両カム部材３１，３２の間の距離が最小となった状態においてアーマチャ３８が摩擦クラッチ３６から離れすぎていると、電磁コイル３７による吸着開始時で印加される制御電流が低い状態では直ちには摩擦クラッチ３６側に吸着されず、摩擦クラッチ３６の伝達トルクが生じない。しかし上述した第１実施形態では、ボール３９の径は、両カム部材３１，３２の間の距離が最小となった状態においてアーマチャ３８が摩擦クラッチ３６から所定距離以上離れることを阻止する大きさに設定されているので、アーマチャ３８は電磁コイル３７による吸着開始時から確実に吸着されてパイロットクラッチ機構３５の摩擦クラッチ３６の伝達トルクを確実に変化させる。また環状突起３２ｄの高さは、両カム部材３１，３２の間の距離が最小となった状態においてアーマチャ３８がボール３９により許容される範囲で摩擦クラッチ３６から離れても、環状突起３２ｄの先端面とアーマチャ３８との間にアーマチャ３８から第２カム部材３２への磁束の漏洩を防止する隙間を残す値に設定されているので、アーマチャ３８から第２カム部材３２を通ってアウタケース２０のハウジング２１側に漏洩する磁束を減少させ、磁束の漏洩に起因するアーマチャ３８の吸着不良も減少する。これらによりパイロットクラッチ機構の作動は確実になり、ひいては駆動力伝達装置の作動も確実なものになる。   If the armature 38 is too far from the friction clutch 36 in a state where the driving force transmission device is in an inoperative state and the distance between the cam members 31 and 32 is minimized, the armature 38 is applied when the suction by the electromagnetic coil 37 is started. In a state where the control current is low, the friction clutch 36 is not immediately attracted to the friction clutch 36, and the transmission torque of the friction clutch 36 is not generated. However, in the first embodiment described above, the diameter of the ball 39 is set to a size that prevents the armature 38 from being separated from the friction clutch 36 by a predetermined distance or more when the distance between the cam members 31 and 32 is minimized. Since the armature 38 is set, the armature 38 is reliably attracted from the start of the attracting by the electromagnetic coil 37, and the transmission torque of the friction clutch 36 of the pilot clutch mechanism 35 is reliably changed. Also, the height of the annular protrusion 32d is such that even if the armature 38 is separated from the friction clutch 36 within the range allowed by the ball 39 in a state where the distance between the cam members 31 and 32 is minimized, the tip of the annular protrusion 32d is Since the clearance between the armature 38 and the armature 38 is set to leave a gap for preventing leakage of magnetic flux from the armature 38 to the second cam member 32, the armature 38 passes through the second cam member 32 and the outer case 20. The magnetic flux leaking to the housing 21 side is reduced, and the adsorption failure of the armature 38 due to the magnetic flux leakage is also reduced. As a result, the operation of the pilot clutch mechanism is assured, and as a result, the operation of the driving force transmission device is also assured.

また上述した第１実施形態では、第２カム部材３２に形成した各保持孔３２ｃのアーマチャ３８側となる周辺に形成する突出部３２ｄは各保持孔３２ｃの外周縁に形成した環状突起３２ｄとしており、このようにすれば図３に示すように軸線方向から見た突出部３２ｄ，３２ｅの面積が減少するのでアーマチャ３８から第２カム部材３２を通ってアウタケース２０のハウジング２１側へ漏洩する磁束が一層減少して磁束の漏洩に起因するアーマチャ３８の吸着不良が一層減少し、これにより駆動力伝達装置の作動を一層確実なものになる。しかしながら本発明はこれに限られるものではなく、各保持孔３２ｃの周辺に形成する突出部３２ｅ（図２の括弧付き符号参照）は、図５に示す変形例のように、第２カム部材３２Ａと同心に各保持孔３２ｃを含む範囲に形成された環状突条としてもよく、このような環状突条３２ｅは１工程で同時に形成できるので、第２カム部材３２Ａの製造コストを低下させることができる。   In the first embodiment described above, the protrusion 32d formed on the periphery of each holding hole 32c formed on the second cam member 32 on the armature 38 side is an annular protrusion 32d formed on the outer peripheral edge of each holding hole 32c. In this way, as shown in FIG. 3, the area of the protrusions 32d and 32e as viewed from the axial direction is reduced, so that the magnetic flux leaks from the armature 38 to the housing 21 side of the outer case 20 through the second cam member 32. Is further reduced, and the adsorption failure of the armature 38 due to the leakage of the magnetic flux is further reduced, which further ensures the operation of the driving force transmission device. However, the present invention is not limited to this, and the protrusion 32e (see the reference numerals in parentheses in FIG. 2) formed around each holding hole 32c is the second cam member 32A as in the modification shown in FIG. It is good also as an annular ridge formed in the range which includes each holding hole 32c concentrically, and since such an annular ridge 32e can be formed simultaneously in one process, the manufacturing cost of the 2nd cam member 32A can be reduced. it can.

なお上述した第１実施形態では、カム機構３０のカム作動部材３３は深さが変化するカム溝３１ａ，３２ａと組み合わされたボール３３を用いたものを使用している。しかし本発明はこれに限られるものではなく、カム作動部材３３は両カム部材３１，３２の対向する面に形成された斜面カム、あるいは両カム部材３１，３２の対向する面の間に介装されて転動により直径が変化するカム部材を用いたものなどを使用することも可能である。   In the first embodiment described above, the cam operating member 33 of the cam mechanism 30 uses a ball 33 combined with cam grooves 31a and 32a whose depths change. However, the present invention is not limited to this, and the cam actuating member 33 is interposed between the inclined cams formed on the opposing surfaces of the cam members 31 and 32 or between the opposing surfaces of the cam members 31 and 32. It is also possible to use a cam member whose diameter changes by rolling.

次に図６及び図７に示す第２実施形態の説明をする。前述した第１実施形態では第２カム部材３２に形成した保持孔３２ｃに移動可能に保持した非磁性材料よりなるボール３９によりアーマチャ３８が摩擦クラッチ３６から所定距離以上離れることを阻止し、またアーマチャ３８から第２カム部材３２を通ってアウタケース２０のハウジング２１側に漏洩する磁束を減少させているが、この第２実施形態では、第２カム部材３２Ｂに圧入固定した非磁性材料よりなるピン（隙間規制部材）３９Ａにより同じ作用を得た点が第１実施形態と相違するだけであるので、主としてこの相違点について説明する。   Next, the second embodiment shown in FIGS. 6 and 7 will be described. In the first embodiment described above, the armature 38 is prevented from being separated from the friction clutch 36 by a predetermined distance by the ball 39 made of a nonmagnetic material movably held in the holding hole 32c formed in the second cam member 32, and the armature. The magnetic flux leaking from 38 through the second cam member 32 to the housing 21 side of the outer case 20 is reduced. In this second embodiment, a pin made of a non-magnetic material press-fitted and fixed to the second cam member 32B. (Gap restricting member) The point of obtaining the same action by 39A is only different from the first embodiment, so this difference will be mainly described.

この第２実施形態では、第２カム部材３２Ｂのフランジ部３２ｂには、インナシャフト２３の軸線を中心とする円周方向に沿って等間隔に、非磁性材料よりなる複数（例えば３本）のピン３９Ａの根本部が圧入固着されてアーマチャ３８に向かって突出されている。ピン３９Ａの長さは、駆動力伝達装置が不作動状態で両カム部材３１，３２の間の距離が最小となった状態において、電磁コイル３７への制御電流が有意で低い値の場合でもアーマチャ３８が摩擦クラッチ３６側に吸着されるように、密着された摩擦クラッチ３６からアーマチャ３８が所定距離以上離れることを阻止する大きさに設定されている。ピン３９Ａは第２カム部材３２Ｂに圧入固着されているので、このピン３９Ａが第２カム部材３２Ｂとアーマチャ３８の間の隙間に離脱してメインクラッチ２６がロック状態になるおそれはなく、従って電磁コイル３７によるメインクラッチ２６の制御が不能になるという問題が生じることもない。また第１実施形態の場合と同様、アーマチャ３８は電磁コイル３７による吸着開始時から確実に吸着されてパイロットクラッチ機構３５の摩擦クラッチ３６の伝達トルクを確実に変化させ、またアーマチャ３８から第２カム部材３２Ｂを通ってアウタケース２０のハウジング２１側に漏洩する磁束も減少する。これにより第１実施形態と同様、パイロットクラッチ機構の作動は確実になり、ひいては駆動力伝達装置の作動も確実なものになる。   In the second embodiment, the flange portion 32b of the second cam member 32B has a plurality (for example, three) of nonmagnetic materials at equal intervals along the circumferential direction around the axis of the inner shaft 23. The root portion of the pin 39A is press-fitted and protruded toward the armature 38. The length of the pin 39A is such that the armature even when the control current to the electromagnetic coil 37 is a significant low value in a state where the distance between the cam members 31 and 32 is minimized with the driving force transmission device inoperative. The armature 38 is set to a size that prevents the armature 38 from being separated by a predetermined distance or more from the friction clutch 36 that is in close contact so that the friction clutch 36 is attracted to the friction clutch 36 side. Since the pin 39A is press-fitted and fixed to the second cam member 32B, there is no possibility that the pin 39A is separated into the gap between the second cam member 32B and the armature 38 and the main clutch 26 is locked. The problem that control of the main clutch 26 by the coil 37 becomes impossible does not occur. Similarly to the case of the first embodiment, the armature 38 is reliably attracted from the start of the attracting by the electromagnetic coil 37, and the transmission torque of the friction clutch 36 of the pilot clutch mechanism 35 is reliably changed, and from the armature 38 to the second cam. Magnetic flux leaking to the housing 21 side of the outer case 20 through the member 32B is also reduced. As a result, as in the first embodiment, the operation of the pilot clutch mechanism is assured, and as a result, the operation of the driving force transmission device is also assured.

図８は上述した第２実施形態の変形例を示すもので、複数のピン（隙間規制部材）３９Ｂの根本部をアーマチャ３８Ａの円周方向に沿って等間隔に圧入固定して第２カム部材３２Ｃに向けて突出させた点が第２実施形態と相違しているだけである。この変形例でも第２実施形態と同様、ピン３９Ｂが第２カム部材３２Ｃとアーマチャ３８Ａの間の隙間に離脱してメインクラッチ２６がロック状態になるおそれはなく、アーマチャ３８Ａは電磁コイル３７による吸着開始時から確実に吸着されてパイロットクラッチ機構３５の摩擦クラッチ３６の伝達トルクを確実に変化させ、またアーマチャ３８Ａから第２カム部材３２Ｃを通ってアウタケース２０のハウジング２１側に漏洩する磁束も減少するという作用効果が得られる。   FIG. 8 shows a modification of the second embodiment described above. The second cam member is formed by press-fitting and fixing the base portions of a plurality of pins (gap regulating members) 39B at equal intervals along the circumferential direction of the armature 38A. The only difference is that it protrudes toward 32C from the second embodiment. Also in this modified example, as in the second embodiment, there is no possibility that the pin 39B is separated into the gap between the second cam member 32C and the armature 38A and the main clutch 26 is locked, and the armature 38A is attracted by the electromagnetic coil 37. The magnetic flux leaking from the armature 38A through the second cam member 32C to the housing 21 side of the outer case 20 is reduced by reliably adsorbing from the start and reliably changing the transmission torque of the friction clutch 36 of the pilot clutch mechanism 35. The effect of performing is obtained.

なお上述した第２実施形態の変形例では、複数のピン３９Ａ，３９Ｂは根本部を第２カム部材３２Ｂまたはアーマチャ３８Ａに圧入固定したが、圧入固定する代わりに、第２カム部材３２Ｂまたはアーマチャ３８Ａに形成した複数の嵌合孔に摺動可能に嵌合して保持させるようにしてもよい。この場合は、ピン３９Ａ，３９Ｂ及び第２カム部材３２Ｂまたはアーマチャ３８Ａに形成する嵌合孔は、メインクラッチ２６の摩擦材２６ｃに異常摩耗が生じ場合でもピン３９Ａ，３９Ｂが脱落しないような寸法形状にするものとする。   In the modification of the second embodiment described above, the plurality of pins 39A and 39B are press-fitted and fixed to the second cam member 32B or the armature 38A at the root, but instead of press-fitting and fixed, the second cam member 32B or the armature 38A It is also possible to slidably fit and hold the plurality of fitting holes formed in the above. In this case, the fitting holes formed in the pins 39A and 39B and the second cam member 32B or the armature 38A are sized and shaped so that the pins 39A and 39B do not fall out even when abnormal wear occurs in the friction material 26c of the main clutch 26. Shall be.

本発明による駆動力伝達装置の第１実施形態の構造を示す縦断面図である。It is a longitudinal cross-sectional view which shows the structure of 1st Embodiment of the driving force transmission apparatus by this invention. 図１に示す第１実施形態の要部の部分拡大断面図である。It is a partial expanded sectional view of the principal part of 1st Embodiment shown in FIG. 図１に示す第１実施形態の第２カム部材の部分拡大正面図である。It is a partial enlarged front view of the 2nd cam member of 1st Embodiment shown in FIG. 本発明による駆動力伝達装置を備えた四輪駆動車の駆動力伝達経路の一例を示すスケルトン図である。It is a skeleton figure which shows an example of the driving force transmission path | route of the four-wheel drive vehicle provided with the driving force transmission apparatus by this invention. 図１に示す第１実施形態の変形例の図３に相当する図である。It is a figure corresponded in FIG. 3 of the modification of 1st Embodiment shown in FIG. 本発明による駆動力伝達装置の第２実施形態の構造を示す縦断面図である。It is a longitudinal cross-sectional view which shows the structure of 2nd Embodiment of the driving force transmission apparatus by this invention. 図６に示す第２実施形態の要部の図２に相当する部分拡大断面図である。FIG. 7 is a partial enlarged cross-sectional view corresponding to FIG. 2 of the main part of the second embodiment shown in FIG. 6. 図６に示す第２実施形態の変形例の図７に相当する部分拡大断面図である。It is a partial expanded sectional view equivalent to FIG. 7 of the modification of 2nd Embodiment shown in FIG. 従来技術による駆動力伝達装置の図２、図７及び図８に相当する部分拡大断面図である。FIG. 9 is a partial enlarged cross-sectional view corresponding to FIGS. 2, 7, and 8 of a driving force transmission device according to a conventional technique.

符号の説明Explanation of symbols

２０…アウタケース、２３…インナシャフト、２６…メインクラッチ、３０…カム機構、３１…第１カム部材、３２，３２Ａ，３２Ｂ，３２Ｃ…第２カム部材、３２ｃ…保持孔、３２ｄ，３２ｅ…突出部、３２ｄ…環状突起、３２ｅ…環状突条、３３…カム作動部材（ボール）、３５…パイロットクラッチ機構、３６…摩擦クラッチ、３６ａ，３６ｂ…クラッチプレート、３７…電磁コイル、３８，３８Ａ…アーマチャ、３９，３９Ａ，３９Ｂ…隙間規制部材、３９…ボール、３９Ａ，３９Ｂ…ピン。 DESCRIPTION OF SYMBOLS 20 ... Outer case, 23 ... Inner shaft, 26 ... Main clutch, 30 ... Cam mechanism, 31 ... 1st cam member, 32, 32A, 32B, 32C ... 2nd cam member, 32c ... Holding hole, 32d, 32e ... Projection 32d ... annular projection, 32e ... annular projection, 33 ... cam actuating member (ball), 35 ... pilot clutch mechanism, 36 ... friction clutch, 36a, 36b ... clutch plate, 37 ... electromagnetic coil, 38, 38A ... armature , 39, 39A, 39B ... clearance regulating member, 39 ... ball, 39A, 39B ... pin.

Claims (8)

主として鉄などの磁性材料よりなるアウタケースと、その内部に同軸的に回転自在に支持されたインナシャフトと、前記アウタケースとインナシャフトの間に設けられたメインクラッチと、前記インナシャフトと同軸的に配置されそれぞれ磁性材料よりなり相対回動により前記メインクラッチの伝達トルクを変化させる第１及び第２カム部材を有するカム機構と、前記アウタケースと第１カム部材の間に設けられた摩擦クラッチの伝達トルクをその第２カム部材側となる一側に設けられて電磁コイルにより吸着される磁性材料よりなるアーマチャにより変化させて前記両カム部材を相対回動させるパイロットクラッチ機構と、前記第２カム部材とアーマチャが所定距離以下に接近することを阻止する隙間規制部材を備えてなる駆動力伝達装置において、前記隙間規制部材は前記第２カム部材に厚さ方向に形成した複数の保持孔に保持された非磁性材料よりなる複数のボールとし、前記第２カム部材には前記アーマチャ側となる前記保持孔の周辺に同第２カム部材の厚さ方向に伸びる突出部を形成したことを特徴とする駆動力伝達装置。 An outer case mainly made of a magnetic material such as iron, an inner shaft rotatably supported coaxially therein, a main clutch provided between the outer case and the inner shaft, and coaxial with the inner shaft And a friction mechanism provided between the outer case and the first cam member, each of which is made of a magnetic material and has first and second cam members that change the transmission torque of the main clutch by relative rotation. A pilot clutch mechanism that changes the transmission torque of the cam member by an armature made of a magnetic material that is provided on one side of the second cam member and is attracted by an electromagnetic coil; Driving force transmission device comprising a gap regulating member that prevents the cam member and the armature from approaching a predetermined distance or less The gap regulating member is a plurality of balls made of a non-magnetic material held in a plurality of holding holes formed in the thickness direction in the second cam member, and the second cam member is on the armature side. A driving force transmission device characterized in that a protrusion extending in the thickness direction of the second cam member is formed around the holding hole. 請求項１に記載の駆動力伝達装置において、前記カム機構は、前記両カム部材の間にカム作動部材を設け、前記第１カム部材の背面を前記アウタケースの内端面に回転自在に当接支持させるとともに前記第２カム部材の背面を前記メインクラッチの軸線方向一側に当接可能として、相対回動により前記両カム部材の間の距離が増減して前記メインクラッチの伝達トルクを変化させるものとし、前記ボールは前記両カム部材の間の距離が最小となった状態において前記アーマチャが前記摩擦クラッチから所定距離以上離れることを阻止する大きさとし、前記突出部の高さは前記両カム部材の間の距離が最小となった状態において同突出部の先端面と前記アーマチャとの間に前記アーマチャから前記第２カム部材への磁束の漏洩を防止する隙間を残す高さとしたことを特徴とする駆動力伝達装置。 2. The driving force transmission device according to claim 1, wherein the cam mechanism includes a cam operating member provided between the cam members, and a back surface of the first cam member is rotatably abutted on an inner end surface of the outer case. The back surface of the second cam member can be brought into contact with one side in the axial direction of the main clutch, and the distance between the cam members is increased or decreased by relative rotation to change the transmission torque of the main clutch. The ball is sized so as to prevent the armature from being separated from the friction clutch by a predetermined distance or more in a state where the distance between the cam members is minimized, and the height of the projecting portion is the height of the cam members. In a state where the distance between the armature and the armature is minimized, a gap that prevents leakage of magnetic flux from the armature to the second cam member is provided between the front end surface of the projecting portion and the armature. Driving force transmission apparatus is characterized in that a to height. 請求項１または請求項２に記載の駆動力伝達装置において、前記突出部は各保持孔の外周縁に形成した環状突起であることを特徴とする駆動力伝達装置。 3. The driving force transmission device according to claim 1, wherein the protrusion is an annular protrusion formed on an outer peripheral edge of each holding hole. 4. 請求項１または請求項２に記載の駆動力伝達装置において、前記突出部は前記第２カム部材と同心に前記各保持孔を含む範囲に形成された環状突条であることを特徴とする駆動力伝達装置。 3. The driving force transmission device according to claim 1, wherein the protrusion is an annular protrusion formed in a range including the holding holes concentrically with the second cam member. 4. Power transmission device. 主として鉄などの磁性材料よりなるアウタケースと、その内部に同軸的に回転自在に支持されたインナシャフトと、前記アウタケースとインナシャフトの間に設けられたメインクラッチと、前記インナシャフトと同軸的に配置されそれぞれ磁性材料よりなり相対回動により前記メインクラッチの伝達トルクを変化させる第１及び第２カム部材を有するカム機構と、前記アウタケースと第１カム部材の間に設けられた摩擦クラッチの伝達トルクをその第２カム部材側となる一側に設けられて電磁コイルにより吸着される磁性材料よりなるアーマチャにより変化させて前記両カム部材を相対回動させるパイロットクラッチ機構と、前記第２カム部材とアーマチャが所定距離以下に接近することを阻止する隙間規制部材を備えてなる駆動力伝達装置において、前記隙間規制部材は前記第２カム部材及びアーマチャの何れか一方の円周方向複数箇所に根本部が保持されて他方に向かって突出される非磁性材料よりなる複数のピンとしたことを特徴とする駆動力伝達装置。 An outer case mainly made of a magnetic material such as iron, an inner shaft rotatably supported coaxially therein, a main clutch provided between the outer case and the inner shaft, and coaxial with the inner shaft And a friction mechanism provided between the outer case and the first cam member, each of which is made of a magnetic material and has first and second cam members that change the transmission torque of the main clutch by relative rotation. A pilot clutch mechanism that changes the transmission torque of the cam member by an armature made of a magnetic material that is provided on one side of the second cam member and is attracted by an electromagnetic coil; Driving force transmission device comprising a gap regulating member that prevents the cam member and the armature from approaching a predetermined distance or less The gap regulating member is a plurality of pins made of a non-magnetic material that has a root portion held at a plurality of locations in the circumferential direction of either the second cam member or the armature and protrudes toward the other. A driving force transmission device as a feature. 請求項５に記載の駆動力伝達装置において、前記カム機構は、前記両カム部材の間にカム作動部材を設け、前記第１カム部材の背面を前記アウタケースの内端面に回転自在に当接支持させるとともに前記第２カム部材の背面を前記メインクラッチの軸線方向一側に当接可能として、相対回動により前記両カム部材の間の距離が増減して前記メインクラッチの伝達トルクを変化させるものとし、前記ピンは前記両カム部材の間の距離が最小となった状態において前記アーマチャが前記摩擦クラッチから所定距離以上離れることを阻止する長さとしたことを特徴とする駆動力伝達装置。 6. The driving force transmission device according to claim 5, wherein the cam mechanism includes a cam operating member provided between the cam members, and a back surface of the first cam member is rotatably contacted with an inner end surface of the outer case. The back surface of the second cam member can be brought into contact with one side in the axial direction of the main clutch, and the distance between the cam members is increased or decreased by relative rotation to change the transmission torque of the main clutch. The driving force transmission device according to claim 1, wherein the pin has a length that prevents the armature from being separated from the friction clutch by a predetermined distance or more in a state where the distance between the cam members is minimized. 請求項５または請求項６に記載の駆動力伝達装置において、前記ピンは前記第２カム部材に根本部が保持されて前記アーマチャ側に向かって突出されるものであることを特徴とする駆動力伝達装置。 The driving force transmission device according to claim 5 or 6, wherein the pin has a root portion held by the second cam member and protrudes toward the armature side. Transmission device. 請求項５または請求項６に記載の駆動力伝達装置において、前記ピンは前記アーマチャに根本部が保持されて前記第２カム部材側に向かって突出されるものであることを特徴とする駆動力伝達装置。
7. The driving force transmission device according to claim 5, wherein the pin has a root portion held by the armature and protrudes toward the second cam member. Transmission device.
JP2004230744A 2004-08-06 2004-08-06 Driving force transmission device Expired - Fee Related JP4513457B2 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04151032A (en) * 1990-10-11 1992-05-25 Tochigi Fuji Ind Co Ltd Clutch device
JP2002048157A (en) * 2000-08-01 2002-02-15 Toyoda Mach Works Ltd Driving force transmission
JP2002061677A (en) * 2000-08-23 2002-02-28 Toyoda Mach Works Ltd Driving force transmitting device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04151032A (en) * 1990-10-11 1992-05-25 Tochigi Fuji Ind Co Ltd Clutch device
JP2002048157A (en) * 2000-08-01 2002-02-15 Toyoda Mach Works Ltd Driving force transmission
JP2002061677A (en) * 2000-08-23 2002-02-28 Toyoda Mach Works Ltd Driving force transmitting device

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