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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