JPH0811567A - Rotation transmitting device - Google Patents
Rotation transmitting deviceInfo
- Publication number
- JPH0811567A JPH0811567A JP14794594A JP14794594A JPH0811567A JP H0811567 A JPH0811567 A JP H0811567A JP 14794594 A JP14794594 A JP 14794594A JP 14794594 A JP14794594 A JP 14794594A JP H0811567 A JPH0811567 A JP H0811567A
- Authority
- JP
- Japan
- Prior art keywords
- rotation
- cage
- sprag
- driven member
- engaging
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、４輪駆動車における
車軸とホイールハブの間や駆動経路上で駆動力の伝達と
遮断を切換える回転伝達装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotation transmission device for switching between transmission and interruption of driving force between an axle and a wheel hub of a four-wheel drive vehicle or on a drive path.
【０００２】[0002]
【従来の技術】４輪駆動車において、前後輪を直結した
状態のまま舗装道路のタイトコーナー等を旋回した場
合、前輪と後輪間の旋回半径の違いによりブレーキ現象
が生じ、前後輪間にスリップ現象が発生する不具合があ
る。2. Description of the Related Art In a four-wheel drive vehicle, when turning around a tight corner of a paved road while the front and rear wheels are directly connected, a braking phenomenon occurs due to the difference in turning radius between the front and rear wheels, and the front and rear wheels There is a problem that slip phenomenon occurs.
【０００３】このような不具合に対処するため、前輪車
軸とホイールハブの間で駆動力の伝達と遮断を機械式ク
ラッチによって切換えるようにした装置を、本出願人は
特願平５−１３８３５７号又は特願平５−１３８３０８
号により提案している。In order to deal with such a problem, the present applicant has proposed a device in which transmission and interruption of driving force between a front wheel axle and a wheel hub is switched by a mechanical clutch. Japanese Patent Application No. 5-138308
It is proposed by the issue.
【０００４】この提案の装置は、図７に示すように、従
動側となる外輪４１と、駆動側となる内方部材４２とを
内外に回転可能に嵌合させ、その外輪４１と内方部材４
２の間に、大径保持器４３と小径保持器４４を設け、こ
の両保持器４３、４４に設けたポケットに、外輪４１と
内方部材４２を係合させる係合子としてのスプラグ４５
を組込んでいる。In the proposed device, as shown in FIG. 7, an outer ring 41, which is a driven side, and an inner member 42, which is a driving side, are rotatably fitted in and out to form an outer ring 41 and an inner member. Four
A large-diameter cage 43 and a small-diameter cage 44 are provided between the two, and a sprag 45 as an engaging element for engaging the outer ring 41 and the inner member 42 in the pockets provided in the both cages 43, 44.
Is incorporated.
【０００５】また、大径保持器４３を、内方部材４２に
回転方向すき間をもって連結し、大径保持器４３の一端
に、一方向の回転抵抗を与えるスイッチバネ４６を取付
けている。Further, the large-diameter cage 43 is connected to the inner member 42 with a clearance in the rotational direction, and a switch spring 46 which gives a unidirectional rotation resistance is attached to one end of the large-diameter cage 43.
【０００６】さらに、大径保持器４３の他端に、一方向
クラッチ４７を介して上記スイッチバネ４６とは逆方向
の回転抵抗を生じる回転抵抗付与手段４８を連結し、内
方部材４２の回転方向が変化すると一方向クラッチ４７
が作動し、大径保持器４３に対する回転抵抗の作用方向
を切換えるようにしている。Further, the other end of the large-diameter cage 43 is connected with a rotation resistance applying means 48 for generating a rotation resistance in the opposite direction to the switch spring 46 via a one-way clutch 47 to rotate the inner member 42. One-way clutch 47 when the direction changes
Is operated to switch the action direction of the rotation resistance on the large diameter cage 43.
【０００７】上記構成において、車両の前進方向に内方
部材４２が回転すると、スイッチバネ４６の付勢力によ
って大径保持器４３と小径保持器４４が相対回転し、ス
プラグ４５を係合作動位置に傾斜させる。In the above structure, when the inner member 42 rotates in the forward direction of the vehicle, the large-diameter cage 43 and the small-diameter cage 44 are relatively rotated by the urging force of the switch spring 46, and the sprag 45 is brought into the engagement operating position. Incline.
【０００８】一方、内方部材４２が車両の後退方向に回
転すると、この回転方向は一方向クラッチ４７がロック
する方向であるため、回転抵抗付与手段４８の回転抵抗
によって、大径保持器４３は内方部材４２と小径保持器
４４に対して回転が遅れる。その結果、上記とは反対の
作動位置にスプラグ４５を傾斜させる。On the other hand, when the inner member 42 rotates in the backward direction of the vehicle, this rotation direction is the direction in which the one-way clutch 47 is locked. Therefore, the rotation resistance of the rotation resistance applying means 48 causes the large diameter cage 43 to move. The rotation is delayed with respect to the inner member 42 and the small diameter cage 44. As a result, the sprag 45 is tilted to the operating position opposite to the above.
【０００９】このように、上記提案の回転伝達装置は、
入力軸（内方部材）の回転方向によって、スプラグ４５
の傾斜を切り換え、内方部材４２と外輪４１の係合と空
転の機能を車両の進行方向に対して準備する。As described above, the rotation transmission device proposed above is
Depending on the rotation direction of the input shaft (inner member), the sprag 45
The inclination of is switched and the function of engaging and slipping the inner member 42 and the outer ring 41 is prepared in the traveling direction of the vehicle.
【００１０】[0010]
【発明が解決しようとする課題】上記の構造において、
大径保持器４３の遅れ方向を切換える回転抵抗付与手段
４８は、図７に示すように、一方向クラッチ４７を介し
て大径保持器４３に連結する入力リング４９と、固定の
抵抗体ケース５０とに、それぞれ摩擦材５３を挾んで対
向するフランジ５１、５２を設け、そのフランジ５１、
５２を弾性部材５４で押圧して圧着させて構成されてお
り、その圧着部で生じる摩擦抵抗により入力リング４９
を減速させ、大径保持器４３の回転を遅らせる回転抵抗
を与えている。In the above structure,
As shown in FIG. 7, the rotation resistance imparting means 48 for switching the delay direction of the large diameter cage 43 includes an input ring 49 connected to the large diameter cage 43 via a one-way clutch 47, and a fixed resistor case 50. And flanges 51 and 52 that sandwich the friction material 53 and face each other.
52 is pressed by the elastic member 54 and pressure-bonded, and the input ring 49 is formed by the frictional resistance generated at the pressure-bonded portion.
Is slowed down, and rotation resistance that delays the rotation of the large diameter cage 43 is given.
【００１１】しかし、このように部品同士の接触摩擦に
よって回転抵抗を発生させる構造では、装置の構造が複
雑化し、また、部品の接触部において発熱や摩耗の発生
が避けられないため、耐久性の上で問題がある。However, in such a structure in which the rotational resistance is generated by the contact friction between the parts, the structure of the device is complicated, and heat generation and wear are unavoidable at the contact parts of the parts, so that durability is deteriorated. I have a problem above.
【００１２】また、上記の回転伝達装置を車両に装着し
て走行した場合、４輪走行時では、機械式クラッチのフ
リーランニングによって駆動側と従動側が切離され、前
輪駆動系が車両のトランスファーから切離された状態に
なる。このため、エンジンブレーキを使用した場合後輪
からのエンジンブレーキだけが作用することになり、ブ
レーキ能力に不足が生じることがある。Further, when the above-mentioned rotation transmitting device is mounted on a vehicle and the vehicle travels, during four-wheel traveling, the drive side and the driven side are separated by the free running of the mechanical clutch, and the front wheel drive system is separated from the vehicle transfer. It becomes a separated state. For this reason, when the engine brake is used, only the engine brake from the rear wheels acts, and the braking ability may be insufficient.
【００１３】そこで、この発明は、上記の問題を解決
し、部品の接触摩擦を利用せずに、機械クラッチの作動
を切換えることができ、車両の走行状態に応じた最適な
駆動力の切換えが行なえる回転伝達装置を提供すること
を目的としている。In view of the above, the present invention solves the above-mentioned problems, and it is possible to switch the operation of the mechanical clutch without utilizing the contact friction of the parts, and to switch the optimum driving force according to the running state of the vehicle. It is an object of the present invention to provide a rotation transmission device that can be performed.
【００１４】[0014]
【課題を解決するための手段】上記の課題を解決するた
め、この発明の回転伝達装置は、駆動部材と従動部材を
内外に回転可能に嵌合させ、その駆動部材と従動部材の
間に、複数の係合子と、その各係合子を円周方向に所定
間隔で保持する保持器とを組込み、上記係合子に向き合
う駆動部材と従動部材の周面に、駆動部材と従動部材が
正逆方向に相対回転した時に所定の円周方向遊びをもっ
て係合子が係合するクラッチ面を形成し、上記保持器
に、その保持器を任意の角度量で正逆方向に回転させる
回転駆動手段を連結したのである。In order to solve the above-mentioned problems, the rotation transmission device of the present invention has a driving member and a driven member rotatably fitted in and out, and between the driving member and the driven member, A plurality of engaging elements and a retainer for holding each of the engaging elements at predetermined intervals in the circumferential direction are incorporated, and the driving member and the driven member are provided on the peripheral surfaces of the driving member and the driven member facing the engaging elements in the forward and reverse directions. Forming a clutch surface with which the engaging element engages with a predetermined circumferential play when rotating relative to the above, and connecting the above-mentioned retainer with rotation drive means for rotating the retainer in forward and reverse directions by an arbitrary angle amount. Of.
【００１５】なお、上記の回転駆動手段は、ステッピン
グモータとすることができる。The rotation driving means may be a stepping motor.
【００１６】また、上記の構造において、４輪駆動車の
車軸に駆動部材を、ホイールハブに従動部材をそれぞれ
連結し、回転駆動手段に、４輪駆動車の走行状態に応じ
てその回転駆動方向を切換える制御手段を接続してもよ
い。In the above structure, the drive member is connected to the axle of the four-wheel drive vehicle and the driven member is connected to the wheel hub, and the rotational drive means is driven in the rotational drive direction according to the running state of the four-wheel drive vehicle. You may connect the control means which switches.
【００１７】[0017]
【作用】上記の構造では、駆動部材の回転方向に対して
回転駆動手段により保持器を正逆方向に回転させ、係合
子を正逆方向の係合作動位置又は中立位置に移動させ
る。In the above structure, the retainer is rotated in the forward and reverse directions by the rotation drive means with respect to the rotational direction of the drive member, and the engagement element is moved to the engagement operation position or the neutral position in the forward and reverse directions.
【００１８】この場合、係合子を駆動部材の回転方向の
係合作動位置に移動させると、機械クラッチ本来の機能
が発揮される。すなわち、駆動部材の回転が従動部材の
回転を上回ると両部材が係合し、逆の場合はフリーラン
ニング状態となる。In this case, when the engagement element is moved to the engagement operation position in the rotational direction of the drive member, the original function of the mechanical clutch is exhibited. That is, when the rotation of the drive member exceeds the rotation of the driven member, both members engage with each other, and in the opposite case, the free running state is established.
【００１９】一方、フリーランニング状態から係合子を
駆動部材の回転方向とは逆方向の係合作動位置へ移動さ
せると、係合子が駆動部材と従動部材に噛み込み、従動
部材からの伝達状態にする。On the other hand, when the engagement element is moved from the free running state to the engagement operation position in the direction opposite to the rotation direction of the driving member, the engagement element is engaged with the driving member and the driven member and the transmission state from the driven member is established. To do.
【００２０】また、係合子を正逆の係合作動位置間の中
立位置に保持すると、係合子とクラッチ面を非接触の状
態にできるため、その状態で回転伝達装置が空転しても
係合子やクラッチ面の摩擦発生を防止できる。Further, if the engaging element is held at the neutral position between the forward and reverse engaging operation positions, the engaging element and the clutch surface can be brought into non-contact state. It is possible to prevent the occurrence of friction on the clutch surface.
【００２１】[0021]
【実施例】図１乃至図６は、この発明の実施例を示して
いる。図１は、回転伝達装置を車両の前輪車輪に装着し
た状態を示しており、前輪車軸Ｂには、先端部分を除い
て車体に固定されるナックルＤが嵌合し、そのナックル
Ｄに、軸受を介してホイールハブＣが回転可能に支持さ
れている。1 to 6 show an embodiment of the present invention. FIG. 1 shows a state in which a rotation transmission device is mounted on a front wheel of a vehicle. A knuckle D fixed to a vehicle body is fitted to a front wheel axle B except for a tip portion thereof, and a bearing is attached to the knuckle D. The wheel hub C is rotatably supported via.
【００２２】上記前輪車軸Ｂの先端部には、図１及び図
２に示すように、セレーション溝２９の嵌め合いによっ
て、回転伝達装置Ａの駆動部材である内輪２が一体に取
付けられ、その内輪２の外側に、メタル軸受３０と転が
り軸受３１を介して従動部材となる外輪１が回転可能に
嵌合している。As shown in FIGS. 1 and 2, the inner ring 2 which is a drive member of the rotation transmitting device A is integrally attached to the front end portion of the front wheel axle B by fitting the serration groove 29. An outer ring 1 serving as a driven member is rotatably fitted to the outer side of 2 via a metal bearing 30 and a rolling bearing 31.
【００２３】この外輪１は、複数のボルト３２を用いて
ホイールハブＣの端面に固定されている。The outer ring 1 is fixed to the end surface of the wheel hub C using a plurality of bolts 32.
【００２４】上記外輪１の内径面と内輪２の外径面に
は、図２及び図３に示すように、同芯のクラッチ面であ
る円筒面１０、１１が形成され、その両円筒面１０、１
１の間に、大径保持器１２と小径保持器１３が組込まれ
ている。As shown in FIGS. 2 and 3, cylindrical surfaces 10 and 11 which are concentric clutch surfaces are formed on the inner diameter surface of the outer ring 1 and the outer diameter surface of the inner ring 2, respectively. 1
A large-diameter cage 12 and a small-diameter cage 13 are incorporated in the space 1.
【００２５】上記大径保持器１２は、後端部に延長腕１
４が一体に形成され、その延長腕１４が軸受３１の案内
により外輪１と内輪２に対して回転自在に支持されてい
る。The large diameter cage 12 has an extension arm 1 at the rear end.
4 is integrally formed, and its extension arm 14 is rotatably supported by the bearing 31 on the outer ring 1 and the inner ring 2.
【００２６】一方、小径保持器１３は、前端部に、内径
側に向かって屈曲する屈曲部１５が形成され、その屈曲
部１５が内輪２の端面にすべり回転可能に接触してお
り、この屈曲部１５と軸受３の止め輪１７との間に、皿
バネから成る圧着バネ１６が組込まれている。この圧着
バネ１６は、屈曲部１５を内輪２の端面に向かって圧着
しており、その押圧力によって生じる摩擦力により小径
保持器１３を内輪２に圧着している。On the other hand, the small-diameter cage 13 has a bent portion 15 which is bent toward the inner diameter side at the front end thereof, and the bent portion 15 is in sliding contact with the end surface of the inner ring 2 so as to be able to rotate. A pressure spring 16 made of a disc spring is incorporated between the portion 15 and the retaining ring 17 of the bearing 3. The crimp spring 16 crimps the bent portion 15 toward the end surface of the inner ring 2, and the small diameter cage 13 is crimped to the inner ring 2 by the frictional force generated by the pressing force.
【００２７】また、上記大径保持器１２と小径保持器１
３の周面には、図３及び図５に示すように、径方向に対
向して複数のポケット１８、１９が形成され、その各ポ
ケット１８、１９に、係合子としてのスプラグ２０と、
スプラグ２０を保持するバネ２１とが組込まれている。The large diameter cage 12 and the small diameter cage 1 are also provided.
As shown in FIGS. 3 and 5, a plurality of pockets 18 and 19 are formed in the circumferential surface of the pocket 3 so as to face each other in the radial direction, and each of the pockets 18 and 19 has a sprag 20 as an engaging element.
A spring 21 for holding the sprag 20 is incorporated.
【００２８】このスプラグ２０は、外径側と内径側に、
スプラグの中心線上に曲率中心をもつ左右対称形の円弧
面２２と２２ａが形成され、左右の両方向に所定角度傾
くと両円筒面１０、１１と係合し、外輪１と内輪２間で
トルクを伝達する。また、バネ２１は、大径保持器１２
に一端が支持されてスプラグ２０を両側から押圧し、各
スプラグ２０を円筒面１０、１１と係合する位置に保持
している。The sprag 20 has an outer diameter side and an inner diameter side.
Left and right symmetrical arcuate surfaces 22 and 22a having a center of curvature are formed on the center line of the sprag, and when tilted at a predetermined angle in both left and right directions, they engage with both cylindrical surfaces 10 and 11, and torque between the outer ring 1 and the inner ring 2 is increased. introduce. Further, the spring 21 is used for the large diameter cage 12
One end of the sprag 20 is supported by the both ends of the sprag 20 to press the sprag 20 from both sides to hold each sprag 20 in a position to engage with the cylindrical surfaces 10 and 11.
【００２９】一方、上記大径保持器１２の延長腕１４の
後端部には、ステッピングモータ３が連結されている。
このステッピングモータ３は、図４に示すように、延長
腕１４の外周面に永久磁石層２３を形成してロータ４と
し、そのロータ４の外側に円筒形のステータ５を嵌め込
んで構成されており、このステータ５が、ナックルＤの
先端部に固定されたモータカバー６に保持されている。On the other hand, a stepping motor 3 is connected to the rear end of the extension arm 14 of the large diameter cage 12.
As shown in FIG. 4, the stepping motor 3 is configured by forming a permanent magnet layer 23 on the outer peripheral surface of the extension arm 14 to form a rotor 4, and fitting a cylindrical stator 5 on the outer side of the rotor 4. The stator 5 is held by a motor cover 6 fixed to the tip of the knuckle D.
【００３０】上記ステータ５は、内部にコイルを円筒状
に巻き付けた電磁コイル２４を収納し、その電磁コイル
２４を両側から２つの円筒状ケース２５、２６で挾み込
んだ構造をもち、円筒状ケース２５、２６のロータ４が
嵌合する内径部に、櫛歯状に互いに入り込む多数の極歯
２７、２８を設けている。この各極歯２７、２８は、そ
れぞれＮ極又はＳ極の単一磁極に磁化されている。The stator 5 has a structure in which an electromagnetic coil 24 in which a coil is wound in a cylindrical shape is housed, and the electromagnetic coil 24 is sandwiched by two cylindrical cases 25 and 26 from both sides. A large number of pole teeth 27, 28 which are interdigitated with each other in a comb shape are provided on the inner diameter portion of the case 25, 26 into which the rotor 4 is fitted. Each of the pole teeth 27 and 28 is magnetized into a single magnetic pole of N pole or S pole.
【００３１】一方、ロータ４を形成する永久磁石層２３
の表面は、円筒方向に所定のピッチでＮ極とＳ極層を交
互に形成しており、この各極層とステータ５の各極歯２
７、２８の間でステップ角を決定するようになってい
る。On the other hand, the permanent magnet layer 23 forming the rotor 4
On the surface of which the N poles and the S pole layers are alternately formed at a predetermined pitch in the cylindrical direction. Each pole layer and each pole tooth 2 of the stator 5 are formed.
The step angle is determined between 7 and 28.
【００３２】また、上記ステッピングモータ３には、リ
ード線を介して駆動回路７とバッテリ等の直流電源８が
接続され、その駆動回路７に、車両の走行状態に応じて
異なるパルス信号を入力する制御回路９が接続されてい
る。A drive circuit 7 and a DC power source 8 such as a battery are connected to the stepping motor 3 via lead wires, and different pulse signals are input to the drive circuit 7 depending on the running state of the vehicle. The control circuit 9 is connected.
【００３３】この制御回路９は、車両の車軸やトランス
ファー等に設けた回転検出器や、排気系に設けた圧力検
出器などから常時信号が入力され、その入力信号に基づ
いて車両の前後進状態やエンジンブレーキ状態などの走
行状態を決定するように構成されており、その車両の走
行状態に基づいて前進信号、後退信号、エンジンブレー
キ信号などの各種の制御信号を駆動回路７に出力するよ
うになっている。The control circuit 9 is constantly input with a signal from a rotation detector provided on an axle or transfer of the vehicle, a pressure detector provided on an exhaust system, or the like, and based on the input signal, a forward / backward traveling state of the vehicle. It is configured to determine a traveling state such as an engine braking state and an engine braking state, and outputs various control signals such as a forward signal, a backward signal, and an engine braking signal to the drive circuit 7 based on the traveling state of the vehicle. Has become.
【００３４】ここで、駆動回路７に出力される制御信号
は、ロータ４（大径保持器１２）を固定のステータ５に
対して相対回転させる角度量をパルス信号として出力す
るものであり、その相対回転の角度量は、図５及び図６
に示すようにスプラグ２０が中立位置から円筒面１０、
１１と噛み合う係合作動位置に傾動する角度量と一致す
るように設定されている。Here, the control signal output to the drive circuit 7 is a pulse signal that outputs the amount of angle that causes the rotor 4 (large diameter retainer 12) to rotate relative to the fixed stator 5. The angle amount of relative rotation is shown in FIGS.
As shown in, the sprag 20 moves from the neutral position to the cylindrical surface 10,
11 is set so as to match the angle amount of tilting to the engaging operation position where it meshes with 11.
【００３５】なお、車両のエンジンブレーキ状態の検出
は、排気系のマニホールド負圧の変化を知ることによっ
て可能である。すなわち、マニホールド負圧は、アイド
リング時に比べて走行中は通常低くなるが、下り坂走行
等でのエンジンブレーキ時は、アイドリング時の負圧よ
り高くなる。このため、マニホールド負圧が高くなる変
化を取り出すことにより、エンジンブレーキ状態を検知
することができる。この場合、ギアーチェンジの時もマ
ニホールド負圧は一瞬高くなるが、この上昇は時間的に
極めて短いため、その高負圧の時間の長短を知ることよ
りギアーチェンジとエンジンブレーキ状態を判別するこ
とができる。The engine braking state of the vehicle can be detected by knowing the change in the exhaust system manifold negative pressure. That is, the manifold negative pressure is normally lower during traveling than when idling, but is higher than the negative pressure during idling during engine braking during downhill traveling or the like. Therefore, the engine brake state can be detected by extracting the change in the manifold negative pressure. In this case, the manifold negative pressure momentarily increases even during a gear change, but since this rise is extremely short in time, it is possible to distinguish between the gear change and the engine braking state by knowing the length of the high negative pressure. it can.
【００３６】実施例の回転伝達装置は上記のような構造
であり、次に、図１に示すように４輪駆動車の前輪ハブ
に回転伝達装置Ａを装着した状態において、車両を走行
させた場合の回転伝達装置の作動を、各種の走行条件に
分けて説明する。The rotation transmitting device of the embodiment has the above-described structure. Next, as shown in FIG. 1, the vehicle was run while the front wheel hub of the four-wheel drive vehicle was equipped with the rotation transmitting device A. The operation of the rotation transmission device in this case will be described separately for various traveling conditions.
【００３７】 前進４ＷＤ（４輪駆動）時 この場合は、制御回路９より駆動回路７に入力する前進
信号により、ステッピングモータ３が大径保持器１２を
後退回転方向に回転させ、図５に示すようにスプラグ２
０を前進方向の係合作動位置に保持する。In forward 4WD (four-wheel drive) In this case, a forward signal input from the control circuit 9 to the drive circuit 7 causes the stepping motor 3 to rotate the large-diameter holder 12 in the backward rotation direction, as shown in FIG. To sprag 2
0 is maintained in the forward engaging position.
【００３８】この状態で車両が前進走行すると、前進車
軸Ｂのトルクは、内輪２、スプラグ２０を介して外輪１
に伝わり、ホイールハブＣを回転させる。When the vehicle travels forward in this state, the torque of the forward axle B is transmitted through the inner ring 2 and the sprag 20 to the outer ring 1.
The wheel hub C is rotated.
【００３９】車両が旋回して舵角をもつと、後輪より前
輪が速く回転するため、前輪車軸Ｂ（内輪２）より外輪
１が速く回転し、クラッチがオーバランニングする。こ
のため、前輪と後輪が切離されて回転し、タイトコーナ
でのブレーキング現象が生じない。When the vehicle turns and has a steering angle, the front wheels rotate faster than the rear wheels, so that the outer wheel 1 rotates faster than the front wheel axle B (inner wheel 2) and the clutch overruns. Therefore, the front wheels and the rear wheels are separated and rotate, and the braking phenomenon at the tight corner does not occur.
【００４０】一方、マニホールド負圧の上昇により駆動
回路７がエンジンブレーキ信号を受けると、ステッピン
グモータ３は大径保持器１２を前進方向に回転させ、図
６に示すようにスプラグ２０を後退方向の係合作動位置
に傾動する。これにより、スプラグ２０が外輪１と内輪
２に噛み合ってオーバランニングが停止し、前輪が駆動
系に直結する。このため、前輪と後輪の両方でエンジン
ブレーキを効かすことができる。On the other hand, when the drive circuit 7 receives the engine brake signal due to the increase in the negative pressure of the manifold, the stepping motor 3 rotates the large-diameter cage 12 in the forward direction to move the sprag 20 in the backward direction as shown in FIG. Tilt to the engagement operating position. As a result, the sprag 20 meshes with the outer ring 1 and the inner ring 2 to stop overrunning, and the front wheel is directly connected to the drive system. Therefore, engine braking can be applied to both the front wheels and the rear wheels.
【００４１】なお、マニホールド負圧が下がった時点で
前進信号が入ると、ステッピングモータ３が再びスプラ
グ２０を前進方向の係合作動位置に戻す。When a forward movement signal is input at the time when the manifold negative pressure is reduced, the stepping motor 3 returns the sprag 20 to the engaging operation position in the forward movement direction again.
【００４２】 後退２ＷＤ時 この場合は、制御回路９により駆動回路７に後退信号が
入力され、ステッピングモータ３はスプラグ２０を後退
の係合作動位置に保持する。At the time of backward 2WD In this case, the backward signal is input to the drive circuit 7 by the control circuit 9, and the stepping motor 3 holds the sprag 20 at the backward engaging operation position.
【００４３】この後退２ＷＤ時では、トランスファーか
ら前輪車軸Ｂに駆動力が伝わらず、ホイールハブＣと直
結する外輪以外、スプラグ２０や内輪２は停止状態にな
る。すなわち、クラッチはオーバランニング状態にな
る。During this reverse 2WD, the driving force is not transmitted from the transfer to the front wheel axle B, and the sprags 20 and the inner ring 2 are stopped except for the outer wheel directly connected to the wheel hub C. That is, the clutch is in the overrunning state.
【００４４】 後退４ＷＤ時 この場合は、制御回路９から入る後退信号により、ステ
ッピングモータ３がスプラグ２０を図６のような後退方
向の係合作動位置に保持する。At the time of reverse 4WD In this case, the stepping motor 3 holds the sprag 20 at the engaging position in the backward direction as shown in FIG. 6 by the backward signal inputted from the control circuit 9.
【００４５】この状態で、前輪車軸Ｂに駆動力が伝わる
と、内輪２、スプラグ２０を介して外輪１に伝わり、ホ
イールハブＢが回転する。In this state, when the driving force is transmitted to the front wheel axle B, it is transmitted to the outer ring 1 via the inner ring 2 and the sprag 20, and the wheel hub B rotates.
【００４６】また、タイトコーナでは、後輪に連結する
内輪２より前輪に連結する外輪１の方が速く回転するた
め、クラッチがオーバランニングし、ブレーキング現象
が回避される。In a tight corner, the outer wheel 1 connected to the front wheels rotates faster than the inner wheel 2 connected to the rear wheels, so that the clutch overruns and the braking phenomenon is avoided.
【００４７】さらに、エンジンブレーキ信号が入力され
ると、ステッピングモータ３がスプラグ２０を前進方向
の係合作動位置に移動させ、内輪２と外輪１を直結す
る。Further, when the engine brake signal is inputted, the stepping motor 3 moves the sprag 20 to the engaging operation position in the forward direction so that the inner wheel 2 and the outer wheel 1 are directly connected.
【００４８】なお、上記の作動において、クラッチがオ
ーバランニングする２ＷＤ時は、ステッピングモータ３
によりスプラグ２０を前後退の係合作動位置の中間位置
である中立位置に保持させるようにするのがよい。これ
により、スプラグ２０と外輪１が非接触の状態となるた
め、空転トルクが無くなり、スプラグ２０表面の摩耗が
なくなって長期にわたり信頼性の高い作動が得られる。In the above operation, when the clutch overruns at 2WD, the stepping motor 3
Therefore, it is preferable that the sprag 20 be held at a neutral position which is an intermediate position between the engaging movement positions for the forward retreat. As a result, the sprag 20 and the outer ring 1 are brought into non-contact with each other, so that the idling torque is eliminated, the wear of the surface of the sprag 20 is eliminated, and highly reliable operation can be obtained for a long period of time.
【００４９】なお、上記の例では、係合子として、正逆
の回転方向で係合する二方向スプラグを示したが、回転
の一方向だけに係合するスプラグを左右対称形に配列し
て使用するようにしてもよい。In the above example, the bidirectional sprags that engage in the forward and reverse directions of rotation are shown as the engaging elements, but the sprags that engage in only one direction of rotation are symmetrically arranged and used. You may do it.
【００５０】[0050]
【効果】以上のように、この発明は、回転駆動手段を用
いて保持器の動きを制御するので、部品点数が削減して
コストの低減が図れると共に、接触摩擦を行なわないた
めに発熱や摩耗がなく、信頼性と耐久性の大幅な向上を
実現することができる。As described above, according to the present invention, since the movement of the retainer is controlled by using the rotation driving means, the number of parts can be reduced and the cost can be reduced, and since the contact friction is not performed, heat generation and wear can be prevented. It is possible to realize significant improvement in reliability and durability.
【００５１】また、機械式の摩耗発生機構に比べて回転
駆動手段の設計をコンパクトにできるため、その分だけ
クラッチ機構の軸方向長さを大きくでき、クラッチの負
荷能力を増大させることができる。Further, since the design of the rotary drive means can be made compact as compared with the mechanical wear generation mechanism, the axial length of the clutch mechanism can be increased correspondingly, and the load capacity of the clutch can be increased.
【００５２】さらに、車両の走行状態に応答する制御手
段を備えることにより、全ての走行モードに適切に対応
でき、車両の走破性向上や用途拡大を図ることができ
る。Further, by providing the control means for responding to the running state of the vehicle, it is possible to appropriately deal with all the running modes, and it is possible to improve the running performance of the vehicle and expand the application.
【図１】４輪駆動車に対する回転伝達装置の装着例を示
す一部縦断面図FIG. 1 is a partial vertical cross-sectional view showing an example of mounting a rotation transmission device on a four-wheel drive vehicle.
【図２】実施例の回転伝達装置を示す縦断面図FIG. 2 is a vertical cross-sectional view showing a rotation transmission device according to an embodiment.
【図３】図２のIII −III 線の断面図FIG. 3 is a sectional view taken along line III-III in FIG.
【図４】ステッピングモータの内部構造を分解して示す
斜視図FIG. 4 is an exploded perspective view showing an internal structure of a stepping motor.
【図５】前進時のスプラグの作動状態を示す断面図FIG. 5 is a cross-sectional view showing an operating state of the sprag during forward movement.
【図６】後退時のスプラグの作動状態を示す断面図FIG. 6 is a cross-sectional view showing an operating state of the sprag when retracted.
【図７】従来例を示す縦断面図FIG. 7 is a vertical sectional view showing a conventional example.
１ 外輪 ２ 内輪 ３ ステッピングモータ ６ モータカバー ７ 駆動回路 ９ 制御回路 １０、１１ 円筒面 １２ 大径保持器 １３ 小径保持器 ２０ スプラグ ２３ 永久磁石層 Ａ 回転伝達装置 Ｂ 前輪車軸 Ｃ ホイールハブ Ｄ ナックル 1 Outer ring 2 Inner ring 3 Stepping motor 6 Motor cover 7 Drive circuit 9 Control circuit 10, 11 Cylindrical surface 12 Large diameter retainer 13 Small diameter retainer 20 Sprag 23 Permanent magnet layer A Rotation transmission device B Front wheel axle C Wheel hub D Knuckle
Claims (3)
嵌合させ、その駆動部材と従動部材の間に、複数の係合
子と、その各係合子を円周方向に所定間隔で保持する保
持器とを組込み、上記係合子に向き合う駆動部材と従動
部材の周面に、駆動部材と従動部材が正逆方向に相対回
転した時に所定の円周方向遊びをもって係合子が係合す
るクラッチ面を形成し、上記保持器に、その保持器を任
意の角度量で正逆方向に回転させる回転駆動手段を連結
した回転伝達装置。1. A driving member and a driven member are rotatably fitted inside and outside, and a plurality of engaging elements and each of the engaging elements are held at predetermined intervals in the circumferential direction between the driving member and the driven member. A clutch surface in which a retainer is incorporated, and the engaging element engages with a predetermined circumferential play when the driving member and the driven member relatively rotate in the forward and reverse directions on the peripheral surfaces of the driving member and the driven member facing the engaging element. And a rotation transmission device for connecting the above-mentioned retainer with a rotation drive means for rotating the retainer in forward and reverse directions by an arbitrary angle amount.
タである請求項１に記載の回転伝達装置。2. The rotation transmission device according to claim 1, wherein the rotation driving means is a stepping motor.
イールハブに上記従動部材をそれぞれ連結し、上記回転
駆動手段に、４輪駆動車の走行状態に応じてその回転駆
動方向を切換える制御手段を接続した請求項１又は２に
記載の回転伝達装置。3. The drive member is connected to the axle of a four-wheel drive vehicle and the driven member is connected to a wheel hub, and the rotational drive direction is switched to the rotational drive means according to the running state of the four-wheel drive vehicle. The rotation transmission device according to claim 1, further comprising a control means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14794594A JP3698743B2 (en) | 1994-06-29 | 1994-06-29 | Rotation transmission device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14794594A JP3698743B2 (en) | 1994-06-29 | 1994-06-29 | Rotation transmission device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0811567A true JPH0811567A (en) | 1996-01-16 |
| JP3698743B2 JP3698743B2 (en) | 2005-09-21 |
Family
ID=15441623
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14794594A Expired - Fee Related JP3698743B2 (en) | 1994-06-29 | 1994-06-29 | Rotation transmission device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3698743B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010143740A1 (en) * | 2009-06-12 | 2010-12-16 | 株式会社ユニバンス | Power transmission device |
| JP2011231828A (en) * | 2010-04-26 | 2011-11-17 | Univance Corp | Power transmission device |
| WO2020235137A1 (en) * | 2019-05-20 | 2020-11-26 | 株式会社椿本チエイン | Cam clutch |
| WO2020235358A1 (en) * | 2019-05-20 | 2020-11-26 | 株式会社椿本チエイン | Cam clutch |
-
1994
- 1994-06-29 JP JP14794594A patent/JP3698743B2/en not_active Expired - Fee Related
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010143740A1 (en) * | 2009-06-12 | 2010-12-16 | 株式会社ユニバンス | Power transmission device |
| CN102458895A (en) * | 2009-06-12 | 2012-05-16 | 优尼邦斯股份有限公司 | Power transmission device |
| JP4981993B2 (en) * | 2009-06-12 | 2012-07-25 | 株式会社ユニバンス | Power transmission device |
| US8801556B2 (en) | 2009-06-12 | 2014-08-12 | Univance Corporation | Power transmitting device |
| JP2011231828A (en) * | 2010-04-26 | 2011-11-17 | Univance Corp | Power transmission device |
| WO2020235137A1 (en) * | 2019-05-20 | 2020-11-26 | 株式会社椿本チエイン | Cam clutch |
| JP2020190255A (en) * | 2019-05-20 | 2020-11-26 | 株式会社椿本チエイン | Cam clutch |
| WO2020235358A1 (en) * | 2019-05-20 | 2020-11-26 | 株式会社椿本チエイン | Cam clutch |
| US11808313B2 (en) | 2019-05-20 | 2023-11-07 | Tsubakimoto Chain Co. | Cam clutch |
| CN113728174B (en) * | 2019-05-20 | 2024-03-29 | 株式会社椿本链条 | Cam clutch |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3698743B2 (en) | 2005-09-21 |
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