JPH09226408A - Hub clutch device - Google Patents
Hub clutch deviceInfo
- Publication number
- JPH09226408A JPH09226408A JP8221206A JP22120696A JPH09226408A JP H09226408 A JPH09226408 A JP H09226408A JP 8221206 A JP8221206 A JP 8221206A JP 22120696 A JP22120696 A JP 22120696A JP H09226408 A JPH09226408 A JP H09226408A
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- hub
- wheel
- driven member
- clutch device
- 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]
【発明の属する技術分野】この発明は、4輪駆動車の前
輪に取り付け、車軸とホイールハブの間で駆動力の伝達
と遮断を切り換えるハブクラッチ装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hub clutch device which is mounted on a front wheel of a four-wheel drive vehicle and switches between transmission and cutoff of driving force between an axle and a wheel hub.
【0002】[0002]
【従来の技術】パートタイム式の4輪駆動車において、
前輪ハブと車軸の間にハブクラッチ装置を組み込み、ホ
イールに対する駆動力の伝達状態を切り換えるようにし
ている。2. Description of the Related Art In a part-time four-wheel drive vehicle,
A hub clutch device is installed between the front wheel hub and the axle to switch the transmission state of the driving force to the wheels.
【0003】従来のハブクラッチ装置は、車軸に嵌合し
たスライドギヤを軸方向に移動自在とし、このギヤをホ
イールハブに対して係脱させ、係合時に車軸とホイール
ハブを直結した4輪駆動状態とし、離脱時は2輪駆動状
態となる構造を有し、この駆動の切り換えには、圧力流
体、例えばエア圧力を使用するようになっている。In a conventional hub clutch device, a slide gear fitted to an axle is axially movable, and this gear is engaged and disengaged from a wheel hub, and when engaging, a four-wheel drive in which the axle and the wheel hub are directly connected. It has a structure in which the two wheels are driven when the vehicle is disengaged, and pressure fluid, for example, air pressure is used to switch the drive.
【0004】[0004]
【発明が解決しようとする課題】ところで、エア圧力で
スライドギヤの移動を制御する場合、4輪駆動又は2輪
駆動の何れかの状態を維持し続けるために、常時エア圧
を保持する必要があり、このため、ハブやスピンドル部
に設けたシールに常時圧力が作用し、該シールの摩耗が
はげしく耐久性に劣るという問題がある。By the way, when the movement of the slide gear is controlled by the air pressure, it is necessary to constantly maintain the air pressure in order to maintain the state of either the four-wheel drive or the two-wheel drive. Therefore, there is a problem that pressure is constantly applied to the seal provided on the hub or the spindle portion, the seal is worn out and durability is deteriorated.
【0005】そこで、この発明の課題は、4輪駆動と2
輪駆動の切り換え時のみ切り換えに必要な時間だけ流体
の圧力を作用させ、それ以外の時は流体の圧力によって
結合部材を保持しておく必要をなくし、シールの耐久性
を向上させることができるハブクラッチ装置を提供する
ことにある。Therefore, an object of the present invention is to provide four-wheel drive and two-wheel drive.
Hub that can improve the durability of the seal by applying the fluid pressure for the time required for switching only when switching the wheel drive and eliminating the need to hold the coupling member by the pressure of the fluid at other times. To provide a clutch device.
【0006】[0006]
【課題を解決するための手段】上記の課題を解決するた
めに、請求項1の発明は、車軸に連結する駆動部材とホ
イールハブに連結する従動部材とを内外に回転可能に嵌
合させ、前記駆動部材と従動部材の結合と切離しを圧力
流体の制御によって行うようにしたハブクラッチ装置に
おいて、駆動部材と従動部材の結合と切離しを行なう圧
力流体の作用時間をタイマーにより設定するようにした
構成を採用したものである。In order to solve the above-mentioned problems, the present invention according to claim 1 rotatably fits a drive member connected to an axle and a driven member connected to a wheel hub in and out, In a hub clutch device in which the driving member and the driven member are connected and disconnected by controlling the pressure fluid, the action time of the pressure fluid for connecting and disconnecting the driving member and the driven member is set by a timer. Is adopted.
【0007】請求項2の発明は、車軸に連結する駆動部
材とホイールハブに連結する従動部材とを内外に回転可
能に嵌合させ、駆動部材と従動部材の間に一方向クラッ
チを組み込み、前記駆動部材と従動部材の結合と切離し
を圧力流体の制御によって行なうようにしたハブクラッ
チ装置において、駆動部材と従動部材の結合と切り離し
を行なう圧力流体の作用時間をタイマーにより設定する
ようにした構成を採用したものである。According to a second aspect of the present invention, a driving member connected to the axle and a driven member connected to the wheel hub are rotatably fitted in and out, and a one-way clutch is incorporated between the driving member and the driven member. In a hub clutch device in which the drive member and the driven member are connected and disconnected by controlling the pressure fluid, a configuration is such that the action time of the pressure fluid for connecting and disconnecting the drive member and the driven member is set by a timer. It was adopted.
【0008】請求項3の発明は、前記駆動部材と従動部
材の結合と切離しを行なう圧力流体の供給路を、駆動部
材と従動部材の間に設けた気密室に各々連通する2経路
によって行ない、両経路に対する圧力流体の供排の切換
えをタイマーで作動するバルブで行なうようにした構成
を採用したものである。According to the third aspect of the present invention, the pressure fluid supply path for connecting and disconnecting the driving member and the driven member is provided by two paths which respectively communicate with an airtight chamber provided between the driving member and the driven member. It adopts a configuration in which the supply and discharge of the pressure fluid to both paths are switched by a valve operated by a timer.
【0009】請求項4の発明は、二つに遮蔽した室の一
方側を気密室として他方側を大気開放にし、駆動部材と
従動部材の結合と切離しに負圧と正圧を用い、気密室に
対する負圧供給源及び正圧供給源の接続の切換えをタイ
マーで作動するバルブで行なうようにした構成を採用し
たものである。According to a fourth aspect of the present invention, one side of the chamber shielded by two is made an airtight chamber and the other side is opened to the atmosphere, and a negative pressure and a positive pressure are used for connecting and disconnecting the driving member and the driven member, and the airtight chamber is formed. The connection between the negative pressure supply source and the positive pressure supply source is switched by a valve operated by a timer.
【0010】請求項5の発明は、車軸に連結する駆動部
材とホイールハブに連結する従動部材とを内外に回転可
能に嵌合させ、前記駆動部材と従動部材の結合と切離し
を圧力流体の制御によって行なうようにしたハブクラッ
チ装置において、前記駆動部材と従動部材の結合と切離
しを行なう圧力流体の経路の途中に圧力流体の供給タン
クを設けた構成を採用したものである。According to a fifth aspect of the present invention, a drive member connected to the axle and a driven member connected to the wheel hub are rotatably fitted in and out, and the coupling and disconnection of the drive member and the driven member are controlled by pressure fluid. In the hub clutch device according to the present invention, a configuration is adopted in which a pressure fluid supply tank is provided in the middle of the path of the pressure fluid that connects and disconnects the driving member and the driven member.
【0011】請求項6の発明は、一方向クラッチの内輪
を車軸に直接連結して駆動部材とし、この内輪を圧力流
体の給排によって従動部材と結合する位置と切り離す位
置に移動させるようにした構成を採用したものである。According to a sixth aspect of the present invention, the inner ring of the one-way clutch is directly connected to the axle as a driving member, and the inner ring is moved to a position where it is connected to the driven member and a position where it is disconnected by supplying and discharging pressure fluid. The configuration is adopted.
【0012】請求項7の発明は、駆動部材と従動部材の
間に一方向クラッチを2列に配置し、両一方向クラッチ
の作用方向を前進方向と後進方向の組み合せとし、駆動
部材は、前進方向の一方向クラッチの内輪と常時結合
し、後進方向の一方向クラッチの内輪と結合する位置と
切り離す位置との間で移動する構成を採用したものであ
る。According to a seventh aspect of the present invention, the one-way clutches are arranged in two rows between the driving member and the driven member, and the acting directions of the two one-way clutches are a combination of forward and backward directions, and the driving member is forward. In this configuration, the inner ring of the one-way clutch in the forward direction is always connected, and the vehicle is moved between a position where the inner ring of the one-way clutch in the reverse direction is connected and a position where the inner wheel is disconnected.
【0013】ここで、結合部材を移動させる流体は、エ
アの負圧又は正圧の何れか一方又は両方を使用し、4輪
駆動と2輪駆動の切り換え時にのみタイマーで設定され
た時間だけ圧力流体を作用させ、切り換わった後は大気
圧に戻す。4輪駆動状態はスプリングの押圧弾性によっ
て保持し、2輪駆動状態は従動部材の蓋に対するマグネ
ットの吸着によって保持する。Here, the fluid for moving the coupling member uses either negative pressure or positive pressure of air, or both, and the pressure is kept for a time set by a timer only when switching between four-wheel drive and two-wheel drive. Apply the fluid and return to atmospheric pressure after switching. The four-wheel drive state is held by the pressing elasticity of the spring, and the two-wheel drive state is held by the attraction of the magnet to the lid of the driven member.
【0014】[0014]
【発明の実施の形態】以下、この発明の実施の形態を、
図示例と共に説明する。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below.
This will be described together with the illustrated example.
【0015】図1と図2に示す第1の実施形態におい
て、1はハブクラッチ装置、2は4輪駆動車の前輪車軸
であり、この前輪車軸2は、車両の駆動系と連結した等
速ジョイント3の軸部より成っている。In the first embodiment shown in FIGS. 1 and 2, reference numeral 1 is a hub clutch device, 2 is a front wheel axle of a four-wheel drive vehicle, and this front wheel axle 2 is a constant velocity connected to a drive system of the vehicle. It consists of the shaft of the joint 3.
【0016】上記前輪車軸2にはスピンドル4が外嵌
し、車両のナックル5に該スピンドル4が固定支持され
ていると共に、スピンドル4が軸受6を介してホイール
ハブ8を回動自在に支持している。A spindle 4 is fitted onto the front wheel axle 2, the spindle 4 is fixedly supported by a knuckle 5 of the vehicle, and the spindle 4 rotatably supports a wheel hub 8 via a bearing 6. ing.
【0017】前輪車軸2の先端部には、ハブクラッチ装
置1の駆動部材である内輪9がセレーション10を介し
て回転が一体で軸方向に移動自在となるよう外嵌挿さ
れ、この内輪9の外周面に外歯歯車24を設けると共
に、内輪9の外側に従動部材となる外輪13が回転可能
に外嵌し、この外輪13は後端面が複数のボルト14に
よってホイールハブ8の端面に固定され、外輪13の内
輪面に前記外歯歯車24が噛合及び離脱自在となる内歯
歯車25が設けられている。An inner ring 9 which is a driving member of the hub clutch device 1 is externally fitted to the front end of the front wheel axle 2 via a serration 10 so as to be integrally rotatable and axially movable. An external gear 24 is provided on the outer peripheral surface, and an outer ring 13 serving as a driven member on the outer side of the inner ring 9 is rotatably fitted over the outer ring 13. The rear end surface of the outer ring 13 is fixed to the end surface of the wheel hub 8 by a plurality of bolts 14. An internal gear 25 is provided on the inner ring surface of the outer ring 13 so that the external gear 24 can be engaged and disengaged.
【0018】前記外輪13の先端は一体に設けた蓋部分
26aによって密閉され、外周を外輪13の内周に気密
状となるよう固定したダイヤフラム27aの内周が内輪
9に気密状態で軸方向に一体動するよう結合され、外輪
13の内部はダイヤフラム27aによって両側が遮断さ
れた二つの気密室29、30になっている。The tip of the outer ring 13 is hermetically sealed by an integrally provided lid portion 26a, and the inner periphery of the diaphragm 27a, whose outer periphery is fixed to the inner periphery of the outer ring 13 in an airtight manner, is axially sealed to the inner ring 9. The inner ring 13 is connected so as to move integrally, and the inside of the outer ring 13 is made into two hermetic chambers 29 and 30 whose both sides are blocked by a diaphragm 27a.
【0019】上記ダイヤフラム27aと蓋部分26aの
対向面間に、内輪9を後退側の位置に常時押圧するスプ
リング31が縮設され、蓋部分26aの内面側中央に、
内輪9が前進側の位置にあるとき、ダイヤフラム27a
の固定用座金27bを吸着し、外歯歯車24が内歯歯車
25から離脱した状態を保持するマグネット33がケー
ス32を介して固定されている。A spring 31 for constantly pressing the inner ring 9 to a position on the retracted side is contracted between the opposing surfaces of the diaphragm 27a and the lid portion 26a, and the inner surface of the lid portion 26a is centered on the inner surface side.
When the inner ring 9 is at the forward position, the diaphragm 27a
A magnet 33 for adsorbing the fixing washer 27b and holding the external gear 24 separated from the internal gear 25 is fixed via a case 32.
【0020】前記内輪9を移動させて2輪駆動状態と4
輪駆動状態の切り換えを制御するため、ハブクラッチ装
置1には、両気密室29、30に対して個々に連通する
2経路のエア通路34、35が設けてある。When the inner ring 9 is moved to the two-wheel drive state,
In order to control the switching of the wheel drive state, the hub clutch device 1 is provided with two paths of air passages 34 and 35 that communicate with the airtight chambers 29 and 30, respectively.
【0021】外側の気密室29に対する第1のエア通路
35は、外輪13に該気密室29と連通するよう設けた
通路35bと、スピンドル4とホイールハブ8間の空間
35cと、この空間35cに組込んだ軸受6内の隙間及
び該空間35cと連通するようスピンドル4の後端に設
けた通路35dとによって形成され、通路35dに接続
したエア配管58が後述するエア源に接続される。The first air passage 35 for the airtight chamber 29 on the outer side is provided with a passage 35b provided in the outer ring 13 so as to communicate with the airtight chamber 29, a space 35c between the spindle 4 and the wheel hub 8, and this space 35c. An air pipe 58, which is formed by a gap in the built-in bearing 6 and a passage 35d provided at the rear end of the spindle 4 so as to communicate with the space 35c, is connected to an air source described later.
【0022】また、内側の気密室30に対する第2のエ
ア通路34は、前輪車軸2とスピンドル4の嵌合面間に
生じた隙間34bと、この隙間34bと連通するようス
ピンドル4の後端に設けた通路34cとで形成され、こ
の通路34cに接続したエア配管57がエア源に接続さ
れる。The second air passage 34 to the inner airtight chamber 30 is provided at the rear end of the spindle 4 so as to communicate with the clearance 34b formed between the fitting surfaces of the front wheel axle 2 and the spindle 4 and the clearance 34b. The air pipe 57 connected to the passage 34c is connected to the air source.
【0023】なお、両気密室29と30は、スピンドル
4の先端に螺合したナット41と外輪13の内周の間に
組込んだオイルシール42によって気密状態が保持さ
れ、第2の通路35をスピンドル4とホイールハブ8の
間に、第1の通路34を前輪車軸2とスピンドル4の間
に設けることにより、通路の形成にホイールハブ8内の
スペースを有効に利用でき、ハブクラッチ装置1全体の
小径化が可能になる。The airtight chambers 29 and 30 are kept airtight by a nut 41 screwed into the tip of the spindle 4 and an oil seal 42 installed between the inner circumference of the outer ring 13 and the second passage 35. Is provided between the spindle 4 and the wheel hub 8 and the first passage 34 is provided between the front wheel axle 2 and the spindle 4, the space in the wheel hub 8 can be effectively used for forming the passage, and the hub clutch device 1 The overall diameter can be reduced.
【0024】第1の実施形態のハブクラッチ装置1は上
記のような構成であり、4輪駆動時は、図2に示すよう
に、内輪9を後方に移動させ、外歯歯車24を内歯歯車
25に噛合させる。The hub clutch device 1 according to the first embodiment has the above-described structure. When the four-wheel drive is used, the inner ring 9 is moved rearward and the external gear 24 is rotated as shown in FIG. It meshes with the gear 25.
【0025】これにより、前輪車軸2と外輪13が直結
された4輪駆動状態になり、エンジンブレーキも前後輪
で同時に効かせることができる。As a result, the front wheel axle 2 and the outer wheel 13 are directly connected to each other so that the four-wheel drive state is established and the engine braking can be simultaneously applied to the front and rear wheels.
【0026】また、上記4輪駆動状態から2輪駆動状態
に切り換えるには、密閉された外側の気密室29内のエ
アを吸引し、ダイヤフラム27aに作用する負圧によ
り、スプリング31に打ち勝って内輪9を外方に移動さ
せ、マグネット33を蓋部分26aに吸着させることに
より、図1の如く、外歯歯車24を内歯歯車25から離
脱させればよい。Further, in order to switch from the four-wheel drive state to the two-wheel drive state, the air in the hermetically sealed outer airtight chamber 29 is sucked and the negative pressure acting on the diaphragm 27a overcomes the spring 31 to overcome the inner ring. The external gear 24 may be disengaged from the internal gear 25 as shown in FIG. 1 by moving 9 to the outside and attracting the magnet 33 to the lid portion 26a.
【0027】上記のように、2輪駆動状態と4輪駆動の
状態の切り換えは、ダイヤフラム27aの両側の気密室
29又は30の何れかに負圧又は正圧を作用させればよ
いと共に、2輪駆動状態はマグネット33の蓋部分26
aに対する吸着によって保持し、4輪駆動状態はスプリ
ング31の押圧力によって保持する。この第1の実施形
態における2輪駆動と4輪駆動の切り換えを行なう動作
制御装置は、後述する第2、第3の実施形態で説明する
ものを採用する。As described above, in order to switch between the two-wheel drive state and the four-wheel drive state, it is sufficient to apply a negative pressure or a positive pressure to either the airtight chamber 29 or 30 on both sides of the diaphragm 27a. In the wheel drive state, the lid portion 26 of the magnet 33 is used.
It is held by adsorption to a, and the four-wheel drive state is held by the pressing force of the spring 31. As the operation control device for switching between the two-wheel drive and the four-wheel drive in the first embodiment, those described in the second and third embodiments described later are adopted.
【0028】次に、図3乃至図10は、ハブクラッチ装
置の第2の実施形態を示している。なお、第1の実施形
態と同一部分には同一符合を用いて説明もしくは同一符
合を付して説明に代える。Next, FIGS. 3 to 10 show a second embodiment of the hub clutch device. The same parts as those in the first embodiment will be described with the same reference numerals or the same reference numerals will be used instead.
【0029】第2の実施形態のハブクラッチ装置1にお
ける前輪車軸2には、スピンドル4が外嵌し、スピンド
ル4がテーパ軸受6、7を介してホイールハブ8を回動
自在に支持している。A spindle 4 is fitted onto the front wheel axle 2 of the hub clutch device 1 of the second embodiment, and the spindle 4 rotatably supports a wheel hub 8 via tapered bearings 6 and 7. .
【0030】前輪車軸2の先端部には、図4と、図5に
示すように、ハブクラッチ装置1の駆動部材の一つであ
る可動輪9が、セレーション溝10を介して、回転が一
体で軸方向に移動自在となるよう外嵌挿され、この可動
輪9の外側に、駆動部材の他の一つである内輪11が、
一体に回転すると共に軸方向に可動となるようセレーシ
ョン溝12を介して外嵌挿されている。As shown in FIGS. 4 and 5, a movable wheel 9, which is one of the driving members of the hub clutch device 1, is integrally rotated at the front end of the front wheel axle 2 via a serration groove 10. Is externally fitted so as to be movable in the axial direction, and the inner ring 11, which is another one of the drive members, is provided outside the movable wheel 9.
It is externally fitted through the serration groove 12 so as to rotate integrally and to be movable in the axial direction.
【0031】上記可動輪9と内輪11の外側に、従動部
材となる外輪13が回転可能に外嵌し、この外輪13は
後部端面が複数のボルト14によってホイールハブ8の
端面に固定され、この外輪13の内周面と前記内輪11
の間に、該内輪11を含む一方向クラッチ15が組み込
まれている。An outer ring 13 serving as a driven member is rotatably fitted on the outer side of the movable wheel 9 and the inner ring 11, and the rear end surface of the outer ring 13 is fixed to the end surface of the wheel hub 8 by a plurality of bolts 14. The inner peripheral surface of the outer ring 13 and the inner ring 11
A one-way clutch 15 including the inner ring 11 is incorporated between the two.
【0032】この一方向クラッチ15は図3と図7に示
すように、内輪11と外輪13に対向して設けた円筒面
11a、13a間に径の異なる2つの環状保持器16、
17を設け、その各保持器16、17に設けたポケット
18、19にそれぞれスプラグ20を組込んで形成さ
れ、各スプラグ20はリボンスプリング21によって常
に傾倒する方向にモーメントを受けている。As shown in FIGS. 3 and 7, the one-way clutch 15 includes two annular cages 16 having different diameters between the cylindrical surfaces 11a, 13a provided so as to face the inner ring 11 and the outer ring 13, respectively.
17 are provided, and the sprags 20 are incorporated in the pockets 18 and 19 provided in the retainers 16 and 17, respectively, and the sprags 20 are always subjected to a moment by the ribbon spring 21 in the tilting direction.
【0033】上記構造の一方向クラッチ15では、内輪
11(車軸)の回転が外輪13(ホイールハブ)の回転
を上回ったときスプラグ20が傾倒して各円筒面11
a、13aに係合し、トルクを伝達する。逆に外輪13
の回転が内輪11の回転を上回ると各スプラグ20に対
して外輪13がフリーランニング(オーバランニング)
の状態となり、トルク伝達が行なわれない。この実施例
では一方向クラッチ15がロックする回転方向を車輌の
前進走行時の回転方向となるように設定している。な
お、内輪11と外輪13の間には、内輪11の両端部に
支持メタル22、23が設けてある。In the one-way clutch 15 having the above structure, when the rotation of the inner ring 11 (axle) exceeds the rotation of the outer ring 13 (wheel hub), the sprag 20 tilts and each cylindrical surface 11 is rotated.
It engages with a and 13a and transmits torque. Conversely, the outer ring 13
When the rotation of the outer ring 13 exceeds the rotation of the inner ring 11, the outer ring 13 is free running (overrunning) for each sprag 20.
Then, the torque is not transmitted. In this embodiment, the rotation direction in which the one-way clutch 15 is locked is set to be the rotation direction when the vehicle is traveling forward. Between the inner race 11 and the outer race 13, support metals 22 and 23 are provided at both ends of the inner race 11.
【0034】上記一方向クラッチ15の内輪11の後端
とテーパ軸受6の間に、スピンドル4に外嵌するナット
41を設け、このナット41と外輪13の後端部内周面
との間にオイルシール42が組み込まれている。Between the rear end of the inner ring 11 of the one-way clutch 15 and the taper bearing 6, a nut 41 fitted on the spindle 4 is provided, and an oil is provided between the nut 41 and the inner peripheral surface of the rear end of the outer ring 13. A seal 42 is incorporated.
【0035】前記可動輪9は、前輪車軸2及び内輪11
に対して軸方向に移動自在となり、この可動輪9の先端
部外周面に外歯歯車24が設けられ、外輪13の内周面
で一方向クラッチ15に近接する位置に内歯歯車25が
設けられ、可動輪9を軸方向に移動させることにより、
外歯歯車24は、内歯歯車25と噛合する位置と離脱す
る位置とに変化することになる。The movable wheel 9 includes the front wheel axle 2 and the inner wheel 11.
With respect to the movable wheel 9, an external gear 24 is provided on the outer peripheral surface of the tip of the movable wheel 9, and an internal gear 25 is provided on the inner peripheral surface of the outer ring 13 in a position close to the one-way clutch 15. By moving the movable wheel 9 in the axial direction,
The external gear 24 will change to a position where it meshes with the internal gear 25 and a position where it disengages.
【0036】前記外輪13の先端側開口は磁性金属材料
を用いた蓋26によって密閉され、該外輪13の先端側
内部に結合部材となるスライダー27が軸方向に摺動自
在となるよう嵌挿されている。The front end side opening of the outer ring 13 is sealed by a lid 26 made of a magnetic metal material, and a slider 27 as a coupling member is fitted inside the front end side of the outer ring 13 so as to be slidable in the axial direction. ing.
【0037】このスライダー27は、可動輪9と軸方向
に一体動するよう固定化され、その外周面に設けたシー
ルリング28が外輪13の内周面に摺接し、外輪13内
で該スライダー27の前後に遮断した圧力室29、30
を形成している。The slider 27 is fixed so as to move integrally with the movable wheel 9 in the axial direction, and a seal ring 28 provided on the outer peripheral surface of the slider 27 slidably contacts the inner peripheral surface of the outer ring 13 so that the slider 27 inside the outer ring 13. Pressure chambers 29 and 30 shut off before and after
Is formed.
【0038】上記スライダー27と蓋26の対向面間に
は、スライダー27を介して可動輪9を常時外歯歯車2
4が内歯歯車25に噛合する方向の移動弾性を付勢する
スプリング31が縮設され、このスライダー27の中央
部分で蓋26と対向する面に収納ケース32を介してマ
グネット33が取り付けられている。Between the opposing surfaces of the slider 27 and the lid 26, the movable wheel 9 is always connected to the external gear 2 via the slider 27.
A spring 31 for urging movement elasticity in a direction in which 4 meshes with the internal gear 25 is contracted, and a magnet 33 is attached to a surface facing the lid 26 at a central portion of the slider 27 via a storage case 32. There is.
【0039】このマグネット33は、スライダー27が
外方に移動して内歯歯車25から外歯歯車24が離脱し
た位置にあるとき、蓋26に吸着するようになってお
り、このときマグネット33は、圧縮したスプリング3
1の反撥力に打ち勝ってスライダー27を保持する磁力
に設定されている。The magnet 33 is adapted to be attracted to the lid 26 when the slider 27 moves outward and the external gear 24 is separated from the internal gear 25. At this time, the magnet 33 is , Compressed spring 3
The magnetic force is set so as to overcome the repulsive force of 1 and hold the slider 27.
【0040】前記蓋26の中央部分には、ピンケース3
8が貫通状に固定され、このケース38でピン39を軸
方向に移動自在となるよう気密状に支持し、2輪駆動状
態時にエア通路などでのエアもれで故障した場合、ドラ
イバーがピン39を押し込むと、該ピン39で収納ケー
ス32を介してマグネット33を蓋26から強制的に引
き離し、スプリング31で外歯歯車24を内歯歯車25
に噛み合わせた4輪駆動状態にするフェールセーフ機能
をもたせている。The pin case 3 is provided at the center of the lid 26.
8 is fixed in a penetrating manner, and the case 38 supports the pin 39 in an airtight manner so as to be movable in the axial direction. When the pin 39 is pushed, the magnet 33 is forcibly separated from the lid 26 by the pin 39 via the housing case 32, and the external gear 24 is rotated by the spring 31.
It has a fail-safe function to engage the four-wheel drive.
【0041】前記スライダー27を負圧の作用で移動さ
せて2輪駆動状態と4輪駆動状態の切り換えを行なうた
め、2つのエア通路が設けられている。Two air passages are provided for moving the slider 27 by the action of negative pressure to switch between the two-wheel drive state and the four-wheel drive state.
【0042】第1のエア通路35は、外側の気密室29
と連通し、4輪駆動状態のスライダー27を2輪駆動状
態に切り換えるためのものであり、図3乃至図6の如
く、外輪13を軸方向に貫通し、外側の気密室29と蓋
26の切欠部35aを介して連通する通路35bと、ス
ピンドル4とホイールハブ8の間の空間35cと、スピ
ンドル4の後端に該空間35cと連通するよう設けた通
路35dとによって形成されている。The first air passage 35 has an outer airtight chamber 29.
This is for communicating with the slider 27 in the four-wheel drive state to the two-wheel drive state by communicating with the outer ring 13 through the outer ring 13 in the axial direction as shown in FIGS. It is formed by a passage 35b communicating with the notch portion 35a, a space 35c between the spindle 4 and the wheel hub 8, and a passage 35d provided at the rear end of the spindle 4 so as to communicate with the space 35c.
【0043】また、第2のエア通路34は、可動輪9と
内輪11の嵌合するセレーション溝12間に生じ、内側
の気密室30と連通する隙間34aと、前輪車軸2とス
ピンドル4の嵌合面間に生じた隙間34bと、スピンド
ル4の後端にこの隙間34bと連通するよう設けた通路
34cとによって形成され、内側の気密室30に負圧を
作用させることにより、2輪駆動状態のスライダー27
を4輪駆動状態の位置に切り換えることになる。Further, the second air passage 34 is formed between the serration groove 12 in which the movable wheel 9 and the inner ring 11 are fitted, and the clearance 34a communicating with the inner airtight chamber 30, the front wheel axle 2 and the spindle 4 are fitted. A two-wheel drive state is formed by forming a gap 34b formed between the mating surfaces and a passage 34c provided at the rear end of the spindle 4 so as to communicate with the gap 34b, and applying a negative pressure to the inner airtight chamber 30. Slider 27
Will be switched to the position of the four-wheel drive state.
【0044】図8は、上記した第1、第2のエア通路3
4、35と接続され、スライダー27の2輪駆動状態と
4輪駆動状態の切り換えを制御する動作制御装置を示し
ている。FIG. 8 shows the first and second air passages 3 described above.
4 shows an operation control device which is connected to Nos. 4 and 35 and controls switching of the slider 27 between the two-wheel drive state and the four-wheel drive state.
【0045】図8に示す制御装置において、負圧源51
は、エンジンのインテークマニホールドやポンプ、コン
プレッサであり、負圧源51と接続した負圧パイプ52
は途中にチェックバルブ53と負圧タンク54が設けら
れ、二又に分岐した先端側は第1の電磁弁55と第2の
電磁弁56に各々接続されている。In the controller shown in FIG. 8, the negative pressure source 51
Denotes an intake manifold, a pump and a compressor of an engine, and a negative pressure pipe 52 connected to a negative pressure source 51.
Is provided with a check valve 53 and a negative pressure tank 54 in the middle, and a bifurcated distal end is connected to a first solenoid valve 55 and a second solenoid valve 56, respectively.
【0046】上記負圧源51としてインテークマニホー
ルドを用いる場合、エンジンの加速時に負圧が得られな
いので、負圧タンク54は、負圧エアの不足発生を防止
するために有効である。When an intake manifold is used as the negative pressure source 51, since a negative pressure cannot be obtained when the engine is accelerated, the negative pressure tank 54 is effective in preventing the occurrence of a shortage of negative pressure air.
【0047】第1の電磁弁55は、2輪駆動状態から4
輪駆動状態への切り換えを行なうためのものであり、こ
の電磁弁55から分岐した第1パイプ57の先端は、ハ
ブクラッチ装置における第2のエア通路34とスピンド
ル4の後端の通路34cの部分で接続されている。The first solenoid valve 55 moves from the two-wheel drive state to the four-wheel drive state.
The first pipe 57 branched from the solenoid valve 55 is for switching to the wheel drive state, and the tip of the first pipe 57 is the portion of the second air passage 34 in the hub clutch device and the passage 34c at the rear end of the spindle 4. Connected by.
【0048】また、第2の電磁弁56は4輪駆動状態か
ら2輪駆動状態への切り換えを行なうためのものであ
り、この電磁弁56から分岐した第2パイプ58の先端
は、ハブクラッチ装置における第1のエア通路35とス
ピンドル4の後端の通路35dの部分で接続されてい
る。The second solenoid valve 56 is for switching from the four-wheel drive state to the two-wheel drive state, and the tip of the second pipe 58 branched from the solenoid valve 56 has a hub clutch device. Is connected to the first air passage 35 at the passage 35d at the rear end of the spindle 4.
【0049】上記、両電磁弁55、56の出側には大気
圧用のパイプ59が接続され、第1の電磁弁55は、通
電時に負圧パイプ52と第1パイプ57を連通させ、通
電が切れると負圧パイプ52と第1パイプ57の連通を
遮断し、第1パイプ57と大気圧用のパイプ59を接続
する。An atmospheric pressure pipe 59 is connected to the outlet sides of the two solenoid valves 55 and 56, and the first solenoid valve 55 connects the negative pressure pipe 52 and the first pipe 57 to each other when energized to energize them. When the pressure is cut off, the communication between the negative pressure pipe 52 and the first pipe 57 is cut off, and the first pipe 57 and the atmospheric pressure pipe 59 are connected.
【0050】また、第2の電磁弁56は、通電時に負圧
パイプ52と第2パイプ58を連通させ、通電が切れる
と負圧パイプ52と第2パイプ58の連通を遮断し、第
2パイプ58と大気圧用のパイプ59を接続することに
なる。The second solenoid valve 56 connects the negative pressure pipe 52 and the second pipe 58 to each other when energized, and shuts off the communication between the negative pressure pipe 52 and the second pipe 58 when the energization is cut off. 58 and the pipe 59 for atmospheric pressure will be connected.
【0051】両電磁弁55、56を別個に作動させるた
め、電源60と両電磁弁55、56を接続する回路の途
中に、切り換え用のハブロックスイッチ61と、第1の
電磁弁55用の第1のタイマー62と第2の電磁弁56
用の第2のタイマー63とが設けられ、前記スイッチ6
1の操作によって両電磁弁55、56への通電を切り換
えると共に、タイマー62、63は、2輪駆動状態と4
輪駆動状態の相互の切り換えに必要な時間だけスライダ
ー27に負圧が作用するように、通電時間が設定されて
いる。In order to operate both solenoid valves 55 and 56 separately, a switching hub lock switch 61 and a first solenoid valve 55 are provided in the middle of a circuit connecting the power source 60 and both solenoid valves 55 and 56. First timer 62 and second solenoid valve 56
And a second timer 63 for the switch 6
The operation of 1 switches the energization of both solenoid valves 55 and 56, and the timers 62 and 63 are set to the two-wheel drive state and the four-wheel drive state.
The energizing time is set so that the negative pressure acts on the slider 27 only for the time required for switching between the wheel drive states.
【0052】この発明の第2の実施形態のハブクラッチ
装置は上記のような構成であり、次に、この装置を用い
た車輪の走行状態について説明する。The hub clutch device according to the second embodiment of the present invention has the above-mentioned structure. Next, the running state of the wheels using this device will be described.
【0053】2駆走行状態では、図3と図4に示すよう
に、マグネット33を蓋26に吸着させ、スプリング3
1を圧縮してスライダー27と可動輪9を外側に移動さ
せ、外歯歯車24を内歯歯車25から離脱した状態にし
ておく。In the two-wheel drive state, as shown in FIGS. 3 and 4, the magnet 33 is attracted to the lid 26 and the spring 3
1 is compressed to move the slider 27 and the movable wheel 9 to the outside, and the external gear 24 is kept separated from the internal gear 25.
【0054】この状態では一方向クラッチ15がフリー
ランニングし、車軸(駆動部材)とホイールハブ(従動
部材)が完全に切離された状態になるため、ホイールハ
ブのトルクが、車軸に伝達されない。In this state, the one-way clutch 15 is free running, and the axle (driving member) and the wheel hub (driven member) are completely disengaged from each other, so that the torque of the wheel hub is not transmitted to the axle.
【0055】このため、トランスファより動力を切離さ
れた前輪車軸2には、エンジン及びタイヤの両方から駆
動力が伝わらず、後輪だけの2輪走行になるため、トラ
ンスファから前輪車軸までの駆動系を停止させることが
できる。For this reason, the driving force is not transmitted from both the engine and the tires to the front wheel axle 2 which is separated from the power by the transfer, and only the rear wheels are driven, so that the drive from the transfer to the front wheel axle is performed. The system can be stopped.
【0056】図8はこのときの動作制御装置の状態を示
し、第1、第2両電磁弁55、56は通電切れにより、
スプールが負圧パイプ52に対して第1、第2パイプ5
7及び58の連通を遮断する位相にあり、これにより、
第1、第2エア通路34、35と気密室29、30は共
に大気圧となっている。FIG. 8 shows the state of the operation control device at this time. When both the first and second solenoid valves 55 and 56 are de-energized,
The spool is connected to the first and second pipes 5 against the negative pressure pipe 52.
7 and 58 are in phase to block communication,
The first and second air passages 34 and 35 and the airtight chambers 29 and 30 are both at atmospheric pressure.
【0057】次に、上記2駆走行状態から直結された4
駆走行に切り換えるには、図9のように、ハブロックス
イッチ61を4輪駆動側にすると、第1のタイマー62
を介して第1の電磁弁55に通電となり、該電磁弁55
は負圧パイプ52と第1パイプ57を連通させ、負圧源
51の負圧が第1パイプ57を通り、第2のエア通路3
4から内側の気密室30に作用する。Next, the 4 directly connected from the above-mentioned two-wheel drive state
In order to switch to driving, as shown in FIG. 9, when the hub lock switch 61 is set to the four-wheel drive side, the first timer 62
The first solenoid valve 55 is energized via the
Connects the negative pressure pipe 52 and the first pipe 57 to each other, the negative pressure of the negative pressure source 51 passes through the first pipe 57, and the second air passage 3
4 acts on the inner airtight chamber 30.
【0058】図5のように第2エア通路34によって密
封された気密室30内のエアを吸引すると、スライダー
27に作用する負圧により、該スライダー27をマグネ
ット33の吸着力に打ちかって蓋26から引き離し、ス
プリング31の押圧力とによって該スライダー27と可
動輪9を内方へ移動させ、外歯歯車24を外輪13の内
歯歯車25に噛合させる。これにより、前輪車軸2と外
輪13が直結された4輪駆動状態になり、エンジンブレ
ーキも前後輪で同時に効かせることができる。As shown in FIG. 5, when the air in the airtight chamber 30 sealed by the second air passage 34 is sucked, the negative pressure acting on the slider 27 strikes the slider 27 against the attraction force of the magnet 33 to cover the lid 26. The slider 27 and the movable ring 9 are moved inward by the pressing force of the spring 31, and the external gear 24 is meshed with the internal gear 25 of the outer ring 13. As a result, the front wheel axle 2 and the outer wheel 13 are directly connected to each other, so that the four-wheel drive state is established, and the engine braking can be simultaneously applied to the front and rear wheels.
【0059】タイマー62の設定時間経過後は、第1の
電磁弁55に対する通電が遮断され、該電磁弁55は負
圧パイプ52と第1パイプ57の連通を遮断すると共
に、第1パイプ57と大気側のパイプ59を連通した位
相となり、圧力室30内は大気圧となる。After the elapse of the set time of the timer 62, the energization of the first solenoid valve 55 is cut off, the solenoid valve 55 cuts off the communication between the negative pressure pipe 52 and the first pipe 57, and the first pipe 57. A phase in which the pipe 59 on the atmosphere side is communicated is established, and the pressure inside the pressure chamber 30 becomes atmospheric pressure.
【0060】また、上記直結された4輪駆動状態から2
輪駆動状態に切り換えるには、図10に示すように、ハ
ブロックスイッチ61を2輪駆動側に切り換える。これ
によって、第2のタイマー63を介して第2の電磁弁5
6に通電となり、この電磁弁56は負圧パイプ52と第
2パイプ58を連通する位相となり、負圧源51の負圧
が第2パイプ58から第1のエア通路35を通って外側
の気密室29に作用する。From the directly connected four-wheel drive state, 2
In order to switch to the wheel drive state, as shown in FIG. 10, the hub lock switch 61 is switched to the two wheel drive side. This allows the second solenoid valve 5 to pass through the second timer 63.
6 is energized, the solenoid valve 56 is in a phase in which the negative pressure pipe 52 and the second pipe 58 are communicated with each other, and the negative pressure of the negative pressure source 51 passes from the second pipe 58 through the first air passage 35 to the outside air. It acts on the closed chamber 29.
【0061】外側の気密室29に作用する負圧により、
スライダー27と可動輪9をスプリング31に打ち勝っ
て外方に移動させ、マグネット33を蓋26に吸着させ
ることにより、外歯歯車24を内歯歯車25から離脱さ
せればよい。Due to the negative pressure acting on the outer hermetic chamber 29,
The external gear 24 may be separated from the internal gear 25 by overcoming the spring 31 and moving the slider 27 and the movable wheel 9 outward to attract the magnet 33 to the lid 26.
【0062】第2のタイマー63は設定した時間の経過
後に第2の電磁弁56への通電を切り、該電磁弁56は
負圧パイプ52と第2パイプ58の連通を遮断し、第2
パイプ58とパイプ59を連通して気密室29内を大気
圧にする。The second timer 63 turns off the power supply to the second solenoid valve 56 after the lapse of the set time, and the solenoid valve 56 shuts off the communication between the negative pressure pipe 52 and the second pipe 58,
The inside of the airtight chamber 29 is brought to the atmospheric pressure by communicating the pipe 58 with the pipe 59.
【0063】上記のように2輪駆動状態と4輪駆動状態
の切り換えは、スライダー27の両側の気密室29又は
30の何れかに負圧を作用させればよいと共に、2輪駆
動状態はマグネット33の蓋26に対する吸着によって
保持し、4輪駆動状態はスプリング31の押圧力によっ
て保持する。As described above, in order to switch between the two-wheel drive state and the four-wheel drive state, a negative pressure may be applied to either of the airtight chambers 29 or 30 on both sides of the slider 27, and the two-wheel drive state is a magnet. It is held by suction of 33 to the lid 26, and the four-wheel drive state is held by the pressing force of the spring 31.
【0064】従って、切り換え動作後において、負圧を
作用させる必要はなく、切り換わった後はエア通路や気
密室29、30を大気圧に戻るように設定できるので、
ハブ部シールやスピンドル部シールに作用する圧力が短
時間ですみ、これらのシール及びシールリング28の耐
久性を向上させることができる。Therefore, it is not necessary to apply a negative pressure after the switching operation, and the air passages and the airtight chambers 29 and 30 can be set to return to the atmospheric pressure after the switching.
The pressure acting on the hub seal and the spindle seal is reduced in a short time, and the durability of these seals and the seal ring 28 can be improved.
【0065】なお、タイマー62、63及び電磁弁5
5、56は両側同時に動作しないと共に、動作中にハブ
ロックスイッチ61の切り換えを行っても、最後にスイ
ッチがある方の動作を行なう。The timers 62 and 63 and the solenoid valve 5
5 and 56 do not operate simultaneously on both sides, and even if the hub lock switch 61 is switched during operation, the operation with the last switch is performed.
【0066】図11と図12に示す第3の実施形態は、
動作制御装置の異なった構造を示している。The third embodiment shown in FIGS. 11 and 12 is
3 shows a different structure of the motion control device.
【0067】先の第2の実施形態において、2輪駆動状
態と4輪駆動状態の切り換えを負圧によって行なうと共
に、タイマー62、63によって切り換え時のみ負圧が
作動するようにして、シールの耐久性、汚水の浸入防止
を図っている。In the above second embodiment, the switching between the two-wheel drive state and the four-wheel drive state is performed by the negative pressure, and the negative pressure is activated only by the timers 62 and 63 at the time of the switching so that the durability of the seal is improved. To prevent ingress of water and dirty water.
【0068】ここで、切り換え時の作動時間に制限があ
るため、負圧パイプ52の途中に負圧タンク54を設け
て負圧の安定供給を行なうようにしているが、負圧源5
1がエンジンのインテークマニホールドの場合、例えば
エアコンが作動しているような最悪の条件では負圧が不
足し、切り換えが行なえない事態が発生する場合があ
る。Here, since the operation time at the time of switching is limited, a negative pressure tank 54 is provided in the middle of the negative pressure pipe 52 to ensure stable supply of negative pressure.
When 1 is the intake manifold of the engine, the negative pressure may be insufficient under the worst condition, for example, when the air conditioner is operating, and switching may not be possible.
【0069】そこで、第3の実施形態では、2輪駆動状
態と4輪駆動状態の切り換え時にエアコンのスイッチを
切り、負圧量を確保すると共に、切り換え後にエアコン
のスイッチを入れるようにしている。Therefore, in the third embodiment, the air conditioner is switched off at the time of switching between the two-wheel drive state and the four-wheel drive state to secure a negative pressure amount, and the air conditioner switch is turned on after the switching.
【0070】図11に示す例は、2輪駆動状態から4輪
駆動状態への切り換え時にのみエアンコンのスイッチを
切るようにしたものであり、4輪駆動状態への切り換え
を行なう第1のタイマー62と第1の電磁弁55の間
と、エアコン制御回路100をリレーまたは制御回路1
01を介して電気的に接続し、4輪駆動状態への切り換
え時に第1のタイマー62が作動している間、リレーま
たは制御回路101への通電となり、エアコン制御回路
100のエアコンスイッチを切り、インテークマニホー
ルド51の負圧量を確保し、4輪駆動への切り換え動作
が確実に得られるようにしている。In the example shown in FIG. 11, the air conditioner is switched off only when switching from the two-wheel drive state to the four-wheel drive state, and the first timer 62 for switching to the four-wheel drive state. And the first solenoid valve 55, and the air conditioner control circuit 100 as a relay or control circuit 1
01, the relay or control circuit 101 is energized while the first timer 62 is operating when switching to the four-wheel drive state, and the air conditioner control circuit 100 is turned off. The amount of negative pressure in the intake manifold 51 is secured so that the operation of switching to four-wheel drive can be reliably obtained.
【0071】また、第1のタイマー62が設定時間後に
オフとなってリレーまたは制御回路101への通電が切
れると、エアコン制御回路100のエアコンスイッチが
入り、エアコンを作動させることになる。When the first timer 62 is turned off after the set time and the relay or the control circuit 101 is de-energized, the air conditioner switch of the air conditioner control circuit 100 is turned on to operate the air conditioner.
【0072】図12に示す例は、2輪駆動と4輪駆動の
何れの切り換えにも、切り換え時にエアコンのスイッチ
を切るようにしたものであり、第1のタイマー62と第
1の電磁弁55の間及び第2のタイマー63と第2の電
磁弁56の間の各々を、リレーまたは制御回路101を
介してエアコン制御回路100に接続している。この例
では、2輪駆動、4輪駆動の切り換え時に、タイマー6
2、63が作動している間だけ、エアコンのスイッチを
切ることになる。In the example shown in FIG. 12, the air conditioner is switched off when switching between two-wheel drive and four-wheel drive. The first timer 62 and the first solenoid valve 55 are used. And the second timer 63 and the second solenoid valve 56 are connected to the air conditioner control circuit 100 via a relay or control circuit 101. In this example, the timer 6 is used when switching between two-wheel drive and four-wheel drive.
The air conditioner will be switched off only while 2, 63 are operating.
【0073】次に、図13乃至図15に示す第4の実施
形態は、2駆走行と4駆走行の切り換えを負圧と正圧の
供給を切り換えることによって行なうようにしたもので
あり、ハブクラッチ装置の基本構造は先の第2の実施形
態と同様であり、動作制御装置の構造が異なっている。Next, the fourth embodiment shown in FIGS. 13 to 15 is one in which switching between two-wheel drive and four-wheel drive is performed by switching the supply of negative pressure and positive pressure. The basic structure of the clutch device is the same as that of the second embodiment, but the structure of the operation control device is different.
【0074】なお、ハブクラッチ装置及び動作制御装置
において、第2及び第3の実施形態と同一部分について
は同一符号を付して説明に代える。以下の各実施形態に
ついても同様である。In the hub clutch device and the operation control device, the same parts as those in the second and third embodiments are designated by the same reference numerals and will not be described. The same applies to the following embodiments.
【0075】負圧パイプ52の先端に位置する第1の電
磁弁55に接続したパイプ71が第2のエア通路34と
接続され、第1のエア通路35及び該電磁弁55に大気
圧用のパイプ72が接続されている。A pipe 71 connected to the first solenoid valve 55 located at the tip of the negative pressure pipe 52 is connected to the second air passage 34, and the first air passage 35 and the solenoid valve 55 are connected to each other for atmospheric pressure. The pipe 72 is connected.
【0076】負圧パイプ52の途中に設けた第2の電磁
弁56には、コンプレッサ等の正圧源73が正圧パイプ
74を介して接続されている。A positive pressure source 73 such as a compressor is connected via a positive pressure pipe 74 to the second solenoid valve 56 provided in the middle of the negative pressure pipe 52.
【0077】第1の電磁弁55は、非通電時、負圧パイ
プ52とパイプ71の連通を遮断し、パイプ71と大気
圧用のパイプ72を連通させ、通電時は負圧パイプ52
とパイプ71を接続する動作を行なう。The first solenoid valve 55 cuts off the communication between the negative pressure pipe 52 and the pipe 71 when not energized and allows the pipe 71 and the atmospheric pressure pipe 72 to communicate with each other, and the negative pressure pipe 52 when energized.
And the pipe 71 is connected.
【0078】また第2の電磁弁56は、非通電時、負圧
パイプ52と正圧パイプ74の連通を遮断し、通電時に
は正圧パイプ74と負圧パイプ52の上流側とを遮断
し、下流側と連通させる動作を行なう。The second solenoid valve 56 shuts off the communication between the negative pressure pipe 52 and the positive pressure pipe 74 when not energized, and shuts off the positive pressure pipe 74 and the upstream side of the negative pressure pipe 52 when energized. Perform the operation of communicating with the downstream side.
【0079】この発明の第4の実施の形態は上記のよう
な構成であり、図3と図4に示した2駆走行状態で、動
作制御装置は、図13の如く、第1の電磁弁55は負圧
パイプ52とパイプ71の連通を遮断し、第2の電磁弁
56は負圧パイプ52と正圧パイプ74の連通を遮断し
ている。The fourth embodiment of the present invention is configured as described above, and in the two-wheel drive state shown in FIG. 3 and FIG. 4, the operation control device operates as shown in FIG. Reference numeral 55 blocks the communication between the negative pressure pipe 52 and the pipe 71, and the second electromagnetic valve 56 blocks the communication between the negative pressure pipe 52 and the positive pressure pipe 74.
【0080】従って、スライダー27の両側の気密室2
9、30は大気圧になっている。Therefore, the airtight chambers 2 on both sides of the slider 27 are
9 and 30 are atmospheric pressure.
【0081】2駆走行状態から4駆走行に切り換えるに
は、図14のように、ハブロックスイッチ61を4輪駆
動側にすると、第1のタイマー62を介して第1の電磁
弁55に通電となり、該電磁弁55は負圧パイプ52と
パイプ71を連通させ、負圧源51の負圧が第2のエア
通路34から内側の気密室30に作用し、スライダー2
7と可動輪9を4輪駆動状態の位置に移動させる。In order to switch from the two-wheel drive mode to the four-wheel drive mode, when the hub lock switch 61 is set to the four-wheel drive side as shown in FIG. 14, the first solenoid valve 55 is energized via the first timer 62. The electromagnetic valve 55 connects the negative pressure pipe 52 and the pipe 71 to each other, and the negative pressure of the negative pressure source 51 acts on the inside airtight chamber 30 from the second air passage 34, and the slider 2
7 and the movable wheel 9 are moved to the position of the four-wheel drive state.
【0082】タイマー62の設定時間の経過後に第1の
電磁弁55は通電が切れるため、負圧パイプ52とパイ
プ71の連通を遮断し、パイプ71と72を接続するの
で、気密室30内は大気圧になる。Since the energization of the first solenoid valve 55 is cut off after the set time of the timer 62 has passed, the communication between the negative pressure pipe 52 and the pipe 71 is cut off and the pipes 71 and 72 are connected to each other. It becomes atmospheric pressure.
【0083】次に、4駆走行状態から2駆走行に切り換
えるには図15のように、ハブロックスイッチ61を4
輪駆動側にすると、第2のタイマー63を介して両電磁
源55、56への通電となり、第1の電磁弁55は負圧
パイプ52とパイプ71を連通させ、第2の電磁弁56
は正圧パイプ74と負圧パイプ52の下流側を連通させ
る。Next, in order to switch from the four-wheel drive state to the two-wheel drive, as shown in FIG.
On the wheel drive side, both electromagnetic sources 55, 56 are energized via the second timer 63, the first solenoid valve 55 connects the negative pressure pipe 52 and the pipe 71, and the second solenoid valve 56.
Connects the positive pressure pipe 74 and the negative pressure pipe 52 downstream.
【0084】これにより、正圧源73の正圧エアが負圧
パイプ52の下流側とパイプ71を通って気密室30内
に流入し、スライダー27を外方に押圧することにより
2駆走行状態の位置に移動させ、タイマー63の設定時
間経過後に両電磁弁55、56に対する通電切れとな
り、第1の電磁弁55は負圧パイプ52とパイプ71の
連通を遮断し、パイプ71とパイプ72を接続する第2
の電磁弁56は正圧パイ74と負圧パイプ52の連通を
遮断するため、気密室30は大気圧になる。As a result, the positive pressure air from the positive pressure source 73 flows into the airtight chamber 30 through the downstream side of the negative pressure pipe 52 and the pipe 71, and pushes the slider 27 outward to drive in the two-drive state. After the set time of the timer 63 has passed, the electromagnetic valves 55 and 56 are de-energized, and the first electromagnetic valve 55 cuts off the communication between the negative pressure pipe 52 and the pipe 71, and the pipe 71 and the pipe 72 are disconnected. Second to connect
The electromagnetic valve 56 cuts off the communication between the positive pressure pie 74 and the negative pressure pipe 52, so that the airtight chamber 30 becomes the atmospheric pressure.
【0085】図16と図17は、ハブクラッチ装置の構
造が異なる第5の実施形態を示し、動作制御装置は、第
2や第3の実施形態と同様の構造が用いられる。以下の
各実施形態についても同様である。16 and 17 show a fifth embodiment in which the structure of the hub clutch device is different, and the motion control device has the same structure as in the second and third embodiments. The same applies to the following embodiments.
【0086】この第5の実施形態は、前輪車軸2にセレ
ーション溝10を介して内輪11を回転が一体で軸方向
に移動自在となるよう直接外嵌装し、この内輪11の外
周面と外輪13の内周面の間に一方向クラッチ15を直
接組込み、該クラッチ15は、内歯歯車25で一端側が
支持され、他端側はオイルシール42との間に設けたメ
タル81と止め輪82及び間座83で支持され、軸方向
に移動しないよう外輪13に固定されている。なお、メ
タル81にはエア通路34の一部となる通孔84が設け
られている。In the fifth embodiment, the inner ring 11 is directly fitted onto the front wheel axle 2 via the serration groove 10 so that the inner ring 11 can rotate integrally and is axially movable. The outer peripheral surface of the inner ring 11 and the outer ring 11 are fitted together. A one-way clutch 15 is directly incorporated between the inner peripheral surfaces of the clutch 13, one end of the clutch 15 is supported by an internal gear 25, and the other end of the clutch 15 includes a metal 81 and a retaining ring 82 provided between the metal seal 42 and the oil seal 42. It is supported by the spacer 83 and is fixed to the outer ring 13 so as not to move in the axial direction. The metal 81 is provided with a through hole 84 which is a part of the air passage 34.
【0087】従って、内輪11は、スライダー27と一
体に移動するとき、一方向クラッチ15に対して軸方向
に移動し、外周に設けた外歯歯車24が内歯歯車25に
対して結合する位置と切り離す位置の何れかに保持され
る。Therefore, when the inner ring 11 moves integrally with the slider 27, the inner ring 11 moves axially with respect to the one-way clutch 15, and the external gear 24 provided on the outer periphery is connected to the internal gear 25 at a position where it is joined. It is held in one of the positions to disconnect.
【0088】図17(A)は2駆走行状態を示し、マグ
ネット33が蓋26に吸着し、スプリング31を圧縮し
てスライダー27と内輪11が外側に移動し、外歯歯車
24が内歯歯車25から離脱している。FIG. 17A shows a two-wheel drive state, in which the magnet 33 is attracted to the lid 26, the spring 31 is compressed, the slider 27 and the inner ring 11 are moved outward, and the external gear 24 is the internal gear. We are out of 25.
【0089】この状態では、一方向クラッチ15がフリ
ーランニングし、トランスファより動力を切離された前
輪車軸2には、エンジン及びタイヤからの駆動力が伝わ
らず、後輪だけの2駆走行になる。In this state, the one-way clutch 15 is free-running, the driving force from the engine and the tires is not transmitted to the front wheel axle 2 which is separated from the power by the transfer, and only the rear wheel is driven. .
【0090】図17(B)は、4駆走行状態を示し、ス
ライダー27と内輪11が内側に移動してマグネット3
3が蓋26から離脱し、外歯歯車24が内歯歯車25に
噛合して前輪車軸2と外輪13を直結し、この状態がス
プリング31によって保持される。FIG. 17 (B) shows a four-wheel drive state in which the slider 27 and the inner ring 11 move inward and the magnet 3
3 is disengaged from the lid 26, the external gear 24 meshes with the internal gear 25 to directly connect the front wheel axle 2 and the outer ring 13, and this state is held by the spring 31.
【0091】上記の2駆走行と4駆走行の相互の切り換
えは、第2の実施形態で説明した動作制御装置によって
行なわれる。The switching between the two-wheel drive and the four-wheel drive is performed by the operation control device described in the second embodiment.
【0092】図18と図19は、ハブクラッチ装置の第
6の実施形態を示し、基本的には先の第5の実施形態と
同様の構造であるが、この第6の実施形態では、内輪1
1とスピンドル4の先端の間にスプリング85を縮設
し、両側のスプリング31と85により、内輪11の噛
合い位置と切り離し位置の保持が行なえるようにしてい
る。FIGS. 18 and 19 show a sixth embodiment of the hub clutch device, which basically has the same structure as the fifth embodiment, but in the sixth embodiment, the inner ring is 1
A spring 85 is contracted between 1 and the tip of the spindle 4, and the springs 31 and 85 on both sides can hold the meshing position of the inner ring 11 and the disengaged position.
【0093】なお、内輪11とスピンドル4間に縮設す
るスプリング85の弾性は、スライダー27と蓋26の
間に縮設したスプリング31の弾性よりも小さく設定さ
れている。The elasticity of the spring 85 compressed between the inner ring 11 and the spindle 4 is set to be smaller than the elasticity of the spring 31 compressed between the slider 27 and the lid 26.
【0094】図19(A)は2駆走行状態を示し、第4
の実施形態における図17(A)に対応し、また図19
(B)は4駆走行状態を示し、同じく図17(B)に対
応している。FIG. 19 (A) shows a two-wheel drive state, showing the fourth drive state.
17A in the embodiment of FIG.
(B) shows a four-wheel drive state, and also corresponds to FIG. 17 (B).
【0095】図20と図21に示すハブクラッチ装置の
第7の実施形態は、内輪11と一体に一方向クラッチ1
5が移動するタイプであり、内輪11の外径面と外輪1
3の内径面の間に一方向クラッチ15を介在させ、内輪
11に外嵌固定したメタル軸受86と外歯歯車24の間
で軸方向に固定化し、内輪11と一体に移動するように
している。In the seventh embodiment of the hub clutch device shown in FIGS. 20 and 21, the one-way clutch 1 is integrated with the inner ring 11.
5 is a moving type, the outer diameter surface of the inner ring 11 and the outer ring 1
The one-way clutch 15 is interposed between the inner diameter surfaces of 3 and the metal bearing 86 externally fitted and fixed to the inner ring 11 and the outer toothed gear 24 are axially fixed so as to move integrally with the inner ring 11. .
【0096】この第7の実施形態では、内輪11の切り
離し位置を保持するマグネット33を蓋26に固定する
と共に、スライダー27の外周部と蓋26の内径部の間
にベローズ87を設け、気密室29と30を遮断してい
る。In the seventh embodiment, the magnet 33 for holding the separated position of the inner ring 11 is fixed to the lid 26, and the bellows 87 is provided between the outer peripheral portion of the slider 27 and the inner diameter portion of the lid 26 to form an airtight chamber. It shuts off 29 and 30.
【0097】図20は、スライダー27と内輪11が外
側に移動し、外歯歯車24が内歯歯車25から切り離さ
れた2駆走行状態を示し、図21は、スライダー27と
内輪11が内側に移動し、外歯歯車24が内歯歯車25
に噛み合った4駆走行状態を示している。FIG. 20 shows a two-wheel drive state in which the slider 27 and the inner ring 11 have moved outward, and the external gear 24 has been separated from the internal gear 25. FIG. 21 shows the slider 27 and the inner ring 11 inward. The external gear 24 moves to the internal gear 25.
Shows a 4WD running state in which the gears mesh with each other.
【0098】次に、図22と図23に示すハブクラッチ
装置の第8の実施形態は、先に述べた第2の実施形態に
おける外歯歯車24と内歯歯車25を省き、これに代え
て、一方向クラッチを2個用い、前進方向と後進方向に
配列したものである。Next, the eighth embodiment of the hub clutch device shown in FIGS. 22 and 23 omits the external gear 24 and the internal gear 25 in the above-described second embodiment, and replaces them. , Two one-way clutches are used and arranged in the forward and reverse directions.
【0099】第8の実施形態において、前輪車軸2にセ
レーション溝10を介して外嵌装した可動輪9を円筒状
に形成し、この可動輪9の外側に各々独立して回転可能
な2個の内輪11bと11cを同軸心状に並べて配置
し、両内輪11bと11cは、内周寄りに通孔84を有
する支持メタル88と止め輪89で軸方向に移動しない
ように外輪13側で保持されている。In the eighth embodiment, a movable wheel 9 which is externally fitted to the front wheel axle 2 via a serration groove 10 is formed into a cylindrical shape, and two independently rotatable wheels are provided outside the movable wheel 9. Inner rings 11b and 11c are arranged side by side coaxially, and both inner rings 11b and 11c are held on the outer ring 13 side by a supporting metal 88 having a through hole 84 near the inner circumference and a retaining ring 89 so as not to move in the axial direction. Has been done.
【0100】外側に位置する第1の内輪11bと外輪1
3の間に、前進方向に作用する一方向クラッチ15aが
組み込まれ、内側に位置する第2の内輪11cと外輪1
3の間に後進方向に作用する一方向クラッチ15bが組
み込まれている。First inner ring 11b and outer ring 1 located outside
3, a one-way clutch 15a that acts in the forward direction is incorporated, and the second inner ring 11c and the outer ring 1 that are located inside
A three-way clutch 15b that acts in the reverse direction is incorporated between the three.
【0101】前記可動輪9の外径面と両内輪11b、1
1cの内径面とには、回転方向に結合すると共に、可動
輪9の軸方向への移動を許容するセレーション溝89が
形成されている。このセレーション溝89には、前進方
向の一方向クラッチ15aと後進方向の一方向クラッチ
15bがトルク循環を起こさないよう、回転方向すきま
が設けられている。該回転方向すきまは、一方向クラッ
チ15a、15bのスプラグ弾性変位量より大きくなる
よう設定されている。The outer diameter surface of the movable wheel 9 and both inner wheels 11b, 1
A serration groove 89 is formed on the inner diameter surface of 1c so as to be coupled in the rotational direction and allow the movable wheel 9 to move in the axial direction. The serration groove 89 is provided with a rotational clearance so that the forward one-way clutch 15a and the backward one-way clutch 15b do not cause torque circulation. The rotational clearance is set to be larger than the sprag elastic displacement of the one-way clutches 15a and 15b.
【0102】なお、この第8の実施形態では、先の第6
の実施形態と同様、可動輪9と支持メタル88の間に、
2駆走行状態への復帰用となるスプリング85が縮設さ
れている。In the eighth embodiment, the above-mentioned sixth embodiment is used.
In the same manner as in the above embodiment, between the movable wheel 9 and the support metal 88,
The spring 85 for returning to the two-wheel drive state is contracted.
【0103】図22と図23(A)は2駆走行状態を示
し、外方に移動したスライダー27のマグネット33が
蓋26に吸着し、スプリング85で押されて外側に位置
する可動輪9は、第1の内輪11bと結合し、第2の内
輪11cとは結合が解かれた状態となる。22 and 23 (A) show a two-wheel drive state, in which the magnet 33 of the slider 27 that has moved outward is attracted to the lid 26, and is pushed by the spring 85 so that the movable wheel 9 located outside is , The first inner ring 11b and the second inner ring 11c are uncoupled.
【0104】この状態では、後進方向に作用する第2の
一方向クラッチ15bと前輪車軸2は完全に切離され、
かつ、第1の内輪11bは前輪車軸2に結合されるが、
第1の内輪11bと外輪13の間に組み込んだ第1の一
方向クラッチ15aは、フリーランニングし、ホイール
ハブのトルクが前輪車軸2に伝達されない2駆走行にな
ると共に、トランスファを4輪駆動に切り換えると、第
1の一方向クラッチ15aによって前輪にトルクが伝達
され、前輪が駆動軸の回転を上回ったときフリーランニ
ングしてパートタイム4輪駆動となる。In this state, the second one-way clutch 15b acting in the reverse direction and the front axle 2 are completely disengaged,
And, the first inner ring 11b is coupled to the front wheel axle 2,
The first one-way clutch 15a incorporated between the first inner wheel 11b and the outer wheel 13 is free-running and becomes a two-wheel drive in which the torque of the wheel hub is not transmitted to the front axle 2, and the transfer is driven by four wheels. When switched, torque is transmitted to the front wheels by the first one-way clutch 15a, and when the front wheels exceed the rotation of the drive shaft, free running is performed and the part-time four-wheel drive is performed.
【0105】図23(B)は4駆走行に切り換えた状態
を示し、マグネット33が蓋26から離脱してスライダ
ー27と可動輪9は内側へ移動し、可動輪9は第1と第
2の両内輪11bと11cにわたって結合し、この状態
がスプリング31で保持される。FIG. 23B shows a state in which the drive mode is switched to four-wheel drive, in which the magnet 33 separates from the lid 26, the slider 27 and the movable wheel 9 move inward, and the movable wheel 9 moves into the first and second directions. The inner rings 11b and 11c are connected to each other, and this state is held by the spring 31.
【0106】図23(B)のように、可動輪9が両内輪
11bと11cに結合されると、前輪車軸2と両内輪1
1b、11cは直結され、第1の一方向クラッチ15a
で4輪駆動状態になり、第2の一方向クラッチ15bの
作用でエンジンブレーキも前後輪で同時に動かせること
ができる。As shown in FIG. 23 (B), when the movable wheel 9 is coupled to both inner wheels 11b and 11c, the front wheel axle 2 and both inner wheels 1 are joined.
1b and 11c are directly connected, and the first one-way clutch 15a
Thus, the four-wheel drive state is set, and the engine brake can be simultaneously moved by the front and rear wheels by the action of the second one-way clutch 15b.
【0107】[0107]
【発明の効果】以上のように、この発明によると、2輪
駆動状態と4輪駆動状態の切り換えを行なう圧力流体の
作用時間をタイマーで設定したので、切り換え操作時の
み圧力流体を使用し、切り換わった後は大気圧に戻すこ
とができ、このため圧力流体を使用する時間が短時間で
すみ、ハブ部シールやスピンドル部シール、結合部材の
シールの耐久性に問題がなくなり、従来のシールがその
まま使用できる。As described above, according to the present invention, since the operating time of the pressure fluid for switching between the two-wheel drive state and the four-wheel drive state is set by the timer, the pressure fluid is used only during the switching operation, After switching, it can be returned to atmospheric pressure, so the pressure fluid can be used for a short time, there is no problem in the durability of the hub seal, spindle seal, and coupling member seal. Can be used as is.
【0108】また、この発明のハブクラッチ装置を4輪
駆動車の前輪と車軸間に組込むことにより、前輪駆動系
を切離した状態で2駆走行できると共に、4駆走行時に
は前後輪を直結することができ、燃費と静粛性に優れ、
路面の変化に正確に対応できる4輪走行を実現できる効
果がある。By incorporating the hub clutch device of the present invention between the front wheel and the axle of a four-wheel drive vehicle, two-wheel drive can be performed with the front-wheel drive system disconnected, and the front and rear wheels can be directly connected during four-wheel drive. It has excellent fuel efficiency and quietness,
There is an effect that it is possible to realize four-wheel running that can accurately respond to changes in the road surface.
【0109】更に、2駆走行と4駆走行の切り換えを行
なう圧力流体の経路をスピンドルの内径側と外径側の二
経路にしたので、外径側は軸受内部に圧力流体を通すた
め、ハブに穴加工が不要となる。Further, since the path of the pressure fluid for switching between the two-wheel drive and the four-wheel drive is set to the two paths of the inner diameter side and the outer diameter side of the spindle, the hub on the outer diameter side allows the pressure fluid to pass inside the bearing. No hole drilling is required.
【図1】4輪駆動車に対するハブクラッチ装置の第1の
実施形態を示す2輪駆動状態の縦断面図FIG. 1 is a vertical sectional view of a two-wheel drive state showing a first embodiment of a hub clutch device for a four-wheel drive vehicle.
【図2】同上の4輪駆動状態を示す縦断面図FIG. 2 is a vertical cross-sectional view showing the same four-wheel drive state as above.
【図3】4輪駆動車に対するハブクラッチ装置の第2の
実施形態の装着例を示す縦断面図FIG. 3 is a vertical cross-sectional view showing a mounting example of the second embodiment of the hub clutch device for a four-wheel drive vehicle.
【図4】同上要部を拡大した2輪駆動状態の縦断面図FIG. 4 is a vertical cross-sectional view of a two-wheel drive state in which an essential part of the same is enlarged.
【図5】同上要部を拡大した4輪駆動状態の縦断面図FIG. 5 is a vertical cross-sectional view of a four-wheel drive state in which an essential part of the same is enlarged.
【図6】図3の矢印VI−VIに沿う縦断面図FIG. 6 is a vertical sectional view taken along arrow VI-VI in FIG.
【図7】一方向クラッチの構造とスプラグを示す縦断面
図FIG. 7 is a vertical cross-sectional view showing the structure and sprag of a one-way clutch.
【図8】動作制御装置の説明図FIG. 8 is an explanatory diagram of an operation control device.
【図9】同上の4輪駆動への切り換え時の状態を示す説
明図FIG. 9 is an explanatory diagram showing a state at the time of switching to the above-described four-wheel drive.
【図10】同上の2輪駆動への切り換え時の状態を示す
説明図FIG. 10 is an explanatory view showing a state at the time of switching to the two-wheel drive of the above.
【図11】第3の実施形態である動作制御装置の説明図FIG. 11 is an explanatory diagram of an operation control device according to a third embodiment.
【図12】同上の他の例を示す説明図FIG. 12 is an explanatory diagram showing another example of the above.
【図13】第4の実施形態である動作制御装置の他の例
を示す説明図FIG. 13 is an explanatory diagram showing another example of the operation control device according to the fourth embodiment.
【図14】同上の4輪駆動への切り換え時の状態を示す
説明図FIG. 14 is an explanatory diagram showing a state at the time of switching to the above-described four-wheel drive.
【図15】同上の2輪駆動への切り換え時の状態を示す
説明図FIG. 15 is an explanatory diagram showing a state at the time of switching to the above two-wheel drive.
【図16】第5の実施形態であるハブクラッチ装置縦断
面図FIG. 16 is a vertical sectional view of a hub clutch device according to a fifth embodiment.
【図17】(A)は同上の2輪駆動への切り換え状態を
示す要部の拡大断面図、(B)は同4輪駆動への切り換
え状態を示す要部の拡大断面図FIG. 17 (A) is an enlarged cross-sectional view of an essential part showing a switching state to the two-wheel drive, and FIG. 17 (B) is an enlarged sectional view of an essential part showing a switching state to the same four-wheel drive.
【図18】第6の実施形態であるハブクラッチ装置の縦
断面図FIG. 18 is a vertical sectional view of a hub clutch device according to a sixth embodiment.
【図19】(A)は同上の2輪駆動への切り換え状態を
示す要部の拡大断面図、(B)は同4輪駆動への切り換
え状態を示す要部の拡大断面図FIG. 19 (A) is an enlarged sectional view of an essential part showing a switching state to the same two-wheel drive, and FIG. 19 (B) is an enlarged sectional view of an essential part showing a switching state to the same four-wheel drive.
【図20】第7の実施形態であるハブクラッチ装置の縦
断面図FIG. 20 is a vertical sectional view of a hub clutch device according to a seventh embodiment.
【図21】同上の4輪駆動への切り換え状態を示す縦断
面図FIG. 21 is a vertical cross-sectional view showing a state of switching to the above-described four-wheel drive.
【図22】第8の実施形態であるハブクラッチ装置の縦
断面図FIG. 22 is a vertical sectional view of a hub clutch device according to an eighth embodiment.
【図23】(A)は同上の2輪駆動への切り換え状態を
示す要部の拡大縦断面図、(B)は4輪駆動への切り換
え状態を示す要部の拡大縦断面図FIG. 23 (A) is an enlarged vertical sectional view of an essential part showing a switching state to two-wheel drive, and FIG. 23 (B) is an enlarged vertical sectional view of an essential part showing a switching state to four-wheel drive.
1 ハブクラッチ装置 2 前輪車軸 4 スピンドル 8 ホイールハブ 9 可動輪 11、11b、11c 内輪 13 外輪 15、15a、15b 一方向クラッチ 20 スプラグ 24 外歯歯車 25 内歯歯車 26 蓋 27 スライダー 28 シールリング 29、30 室 31 スプリング 33 マグネット 34 第2エア通路 35 第1エア通路 51 負圧源 52 負圧パイプ 53 チェックバルブ 54 負圧タンク 55 第1の電磁弁 56 第2の電磁弁 60 電源 61 ハブロックスイッチ 62 タイマー 62 第1のタイマー 63 第2のタイマー 73 正圧源 74 正圧パイプ 1 Hub Clutch Device 2 Front Wheel Axle 4 Spindle 8 Wheel Hub 9 Movable Wheel 11, 11b, 11c Inner Ring 13 Outer Ring 15, 15a, 15b One-way Clutch 20 Sprag 24 External Gear 25 Internal Gear 26 Lid 27 Slider 28 Seal Ring 29, 30 Chamber 31 Spring 33 Magnet 34 Second Air Passage 35 First Air Passage 51 Negative Pressure Source 52 Negative Pressure Pipe 53 Check Valve 54 Negative Pressure Tank 55 First Solenoid Valve 56 Second Solenoid Valve 60 Power Supply 61 Havelock Switch 62 Timer 62 First timer 63 Second timer 73 Positive pressure source 74 Positive pressure pipe
フロントページの続き (72)発明者 鈴木 勝久 浜松市薬新町58番地 (72)発明者 堀 勲 磐田市東貝塚1342番地の2Front page continued (72) Inventor Katsuhisa Suzuki 58 Yakushinmachi, Hamamatsu City (72) Inventor Isao Hori 2 1342 Higashikaizuka, Iwata City
Claims (7)
に連結する従動部材とを内外に回転可能に嵌合させ、前
記駆動部材と従動部材の結合と切離しを圧力流体の制御
によって行うようにしたハブクラッチ装置において、駆
動部材と従動部材の結合と切離しを行なう圧力流体の作
用時間をタイマーにより設定するようにしたことを特徴
とするハブクラッチ装置。1. A drive member connected to an axle and a driven member connected to a wheel hub are rotatably fitted in and out, and the drive member and the driven member are connected and disconnected by controlling a pressure fluid. In the hub clutch device, the action time of the pressure fluid for connecting and disconnecting the driving member and the driven member is set by a timer.
に連結する従動部材とを内外に回転可能に嵌合させ、駆
動部材と従動部材の間に一方向クラッチを組み込み、前
記駆動部材と従動部材の結合と切離しを圧力流体の制御
によって行なうようにしたハブクラッチ装置において、
駆動部材と従動部材の結合と切り離しを行なう圧力流体
の作用時間をタイマーにより設定するようにしたことを
特徴とするハブクラッチ装置。2. A driving member connected to an axle and a driven member connected to a wheel hub are rotatably fitted in and out, and a one-way clutch is incorporated between the driving member and the driven member, and the driving member and the driven member. In the hub clutch device, which is configured to perform the coupling and disconnection of by controlling the pressure fluid,
A hub clutch device, characterized in that an operating time of a pressure fluid for connecting and disconnecting a driving member and a driven member is set by a timer.
を行なう圧力流体の供給路を、駆動部材と従動部材の間
に設けた気密室に各々連通する2経路によって行ない、
両経路に対する圧力流体の供排の切換えをタイマーで作
動するバルブで行なうようにしたことを特徴とする請求
項1又は2記載のハブクラッチ装置。3. A pressure fluid supply path for connecting and disconnecting the driving member and the driven member is provided by two paths which respectively communicate with an airtight chamber provided between the driving member and the driven member.
The hub clutch device according to claim 1 or 2, wherein switching between supply and discharge of the pressure fluid to both paths is performed by a valve operated by a timer.
て他方側を大気開放にし、駆動部材と従動部材の結合と
切離しに負圧と正圧を用い、気密室に対する負圧供給源
及び正圧供給源の接続の切換えをタイマーで作動するバ
ルブで行なうようにしたことを特徴とする請求項1又は
2記載のハブクラッチ装置。4. A negative pressure supply source for a hermetically sealed chamber, wherein one side of the two shielded chambers is an airtight chamber and the other side is open to the atmosphere, and a negative pressure and a positive pressure are used to connect and disconnect the driving member and the driven member. 3. The hub clutch device according to claim 1, wherein the connection of the positive pressure source is switched by a valve operated by a timer.
に連結する従動部材とを内外に回転可能に嵌合させ、前
記駆動部材と従動部材の結合と切離しを圧力流体の制御
によって行なうようにしたハブクラッチ装置において、
前記駆動部材と従動部材の結合と切離しを行なう圧力流
体の経路の途中に圧力流体の供給タンクを設けたことを
特徴とするハブクラッチ装置。5. A drive member connected to an axle and a driven member connected to a wheel hub are rotatably fitted in and out, and the drive member and the driven member are coupled and separated by controlling a pressure fluid. In the hub clutch device,
A hub clutch device characterized in that a pressure fluid supply tank is provided in the middle of a path of the pressure fluid for connecting and disconnecting the driving member and the driven member.
して駆動部材とし、この内輪を圧力流体の給排によって
従動部材と結合する位置と切り離す位置に移動させるよ
うにした請求項2乃至5の何れかに記載のハブクラッチ
装置。6. A two-way clutch, wherein an inner ring of the one-way clutch is directly connected to an axle to serve as a drive member, and the inner ring is moved to a position where it is connected to a driven member and a position where it is separated by supplying and discharging pressure fluid. The hub clutch device according to any one of 1.
チを2列に配置し、両一方向クラッチの作用方向を前進
方向と後進方向の組み合せとし、駆動部材は、前進方向
の一方向クラッチの内輪と常時結合し、後進方向の一方
向クラッチの内輪と結合する位置と切り離す位置との間
で移動する請求項2乃至5の何れかに記載のハブクラッ
チ装置。7. A one-way clutch is arranged in two rows between a driving member and a driven member, and the acting directions of both one-way clutches are a combination of forward and backward directions, and the driving member is a forward-direction one-way clutch. The hub clutch device according to any one of claims 2 to 5, wherein the hub clutch device is always connected to the inner ring of the vehicle and moves between a position where the inner ring of the one-way clutch in the reverse direction is connected and a position where the inner ring is disengaged.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP22120696A JP3757000B2 (en) | 1995-10-31 | 1996-08-22 | Hub clutch device |
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7-283840 | 1995-10-31 | ||
JP28384095 | 1995-10-31 | ||
JP7-333283 | 1995-12-21 | ||
JP33328395 | 1995-12-21 | ||
JP22120696A JP3757000B2 (en) | 1995-10-31 | 1996-08-22 | Hub clutch device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH09226408A true JPH09226408A (en) | 1997-09-02 |
JP3757000B2 JP3757000B2 (en) | 2006-03-22 |
Family
ID=27330517
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP22120696A Expired - Fee Related JP3757000B2 (en) | 1995-10-31 | 1996-08-22 | Hub clutch device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3757000B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8340880B2 (en) | 2007-08-28 | 2012-12-25 | Lockheed Martin Corporation | System and method for automatically and independently controlling wheel torque or speed using wheel hubs having engagement/disengagement mechanisms integrated therewith |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS61247519A (en) * | 1985-04-25 | 1986-11-04 | Fuji Heavy Ind Ltd | Four-wheel drive vehicle |
JPH01182133A (en) * | 1988-01-11 | 1989-07-20 | Tochigi Fuji Ind Co Ltd | Hub clutch |
JPH01186434A (en) * | 1988-01-21 | 1989-07-25 | Tochigi Fuji Ind Co Ltd | Hub clutch |
JPH02100926U (en) * | 1989-01-31 | 1990-08-10 | ||
JPH0483924U (en) * | 1990-11-30 | 1992-07-21 | ||
JPH07119766A (en) * | 1993-10-26 | 1995-05-09 | Warn Ind Inc | Pulse operation type clutch mechanism |
-
1996
- 1996-08-22 JP JP22120696A patent/JP3757000B2/en not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS61247519A (en) * | 1985-04-25 | 1986-11-04 | Fuji Heavy Ind Ltd | Four-wheel drive vehicle |
JPH01182133A (en) * | 1988-01-11 | 1989-07-20 | Tochigi Fuji Ind Co Ltd | Hub clutch |
JPH01186434A (en) * | 1988-01-21 | 1989-07-25 | Tochigi Fuji Ind Co Ltd | Hub clutch |
JPH02100926U (en) * | 1989-01-31 | 1990-08-10 | ||
JPH0483924U (en) * | 1990-11-30 | 1992-07-21 | ||
JPH07119766A (en) * | 1993-10-26 | 1995-05-09 | Warn Ind Inc | Pulse operation type clutch mechanism |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8340880B2 (en) | 2007-08-28 | 2012-12-25 | Lockheed Martin Corporation | System and method for automatically and independently controlling wheel torque or speed using wheel hubs having engagement/disengagement mechanisms integrated therewith |
Also Published As
Publication number | Publication date |
---|---|
JP3757000B2 (en) | 2006-03-22 |
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