JP2022031042A - Friction clutch - Google Patents

Abstract

To provide a friction clutch capable of controlling torque at high precision and saving control energy.SOLUTION: A friction clutch includes a first torque transmission member that has first friction member engaging means engaging an outer peripheral portion of a first friction member in a rotating direction on an opposite surface to a flange shaft, a shaft transmitting torque generated in a friction member, a second torque transmission member that has second friction member engaging means engaging an inner diameter portion of a second friction member in a rotating direction, a pressing force adjusting member that adjusts axial force pressing the friction member, and whose inner diameter portion is penetrated by an axial force transmission member, an elastic body that applies pressing force to the pressing force adjusting member, a reaction pressure receiving member that pressure-receives the axial force generated by the elastic body, the first friction member, the second friction member, a bearing, a roller, the axial force transmission member that has means for fixing a fastening member engaging the bearing on an opposite end where a second gear is located, the fastening member engaging the bearing on the axial force transmission member, and a pinion in which a shaft of the gear is rotatably supported by the bearing and which has means for receiving the drive of an actuator.SELECTED DRAWING: Figure 1

Description

The present invention belongs to the drive device of a vehicle.

Patent Document 1 shows an example of a conventional power transmission clutch for a vehicle. The clutch has a mechanical amplification mechanism including a torque cam for the torque generated by the electromagnetic clutch. The clutch has a large amount of hysteresis due to the electromagnetic force itself, and the mechanical amplification mechanism constitutes a V-shaped groove in the rotational direction and a mechanism in which the groove protrudes. Therefore, when the torque transmission direction changes from plus to minus, it is necessary for the ball to leave one V-shaped groove slope and move to the slope in the opposite direction. Therefore, there is a region where the pressing force becomes zero once and torque cannot be transmitted. Due to these reasons, it was not suitable for precise transmission torque control. Further, the clutch of Non-Patent Document 1 generates an axial thrust in a hydraulic cylinder by hydraulic control, presses the friction clutch with the thrust, and controls the transmission torque. The clutch is excellent in controllability, but requires a hydraulic pressure generator, a hydraulic pressure control valve, a hydraulic cylinder, and the like, and requires a large amount of energy for generating hydraulic pressure.
The present invention solves the above problems and provides a controlled friction clutch capable of precise transmission torque control and consuming less energy for control.

Japanese Unexamined Patent Publication No. 2004-270790

Motor Fan Illustrated Volume 163 San-ei Co., Ltd. Published May 29, 2020 P37

The problem to be solved is that high-precision torque control cannot be performed and control energy consumption is large.

INDUSTRIAL APPLICABILITY According to the present invention, as a means for generating a pressing force for controlling the friction transmission torque of a friction member arranged between two torque transmission members rotatably supported by a bearing on a case or the like, one of the torque transmission members A pair of gears arranged on the outer peripheral portion of the coaxial and having the same number of teeth or different ones or a plurality of gears are coaxially opposed to each other (hereinafter referred to as differential gears), and a plurality of rolling elements are formed in a circumferential shape between the opposing surfaces. Are arranged, and grooves inclined in the depth direction in the circumferential direction, which are the orbital surfaces of the rolling elements, are provided on both sides facing each other, and the rolling elements are sandwiched between the grooves (hereinafter referred to as torque cams). The differential rotational torque of the differential gear generated by driving from the same number of teeth or one to multiple different pinions that mesh with the differential gear and drive the differential gear is converted into axial thrust by the action of the torque cam. It has a basic structure in which the axial thrust is used to adjust the pressing force of the two friction members.

The friction torque generated between the two friction members is uniquely determined by the number of rotations of the pinion from a predetermined position and the rotation torque once the shape of the friction members, the number of friction surfaces, and the friction coefficient are determined. The required friction torque can be obtained by controlling the actuator according to the torque. The controlled friction torque is transmitted to each torque transmission member and transmitted to a predetermined unit.

One of the shaft thrusts generated by the torque cam is transmitted to one torque transmission member via the bearing and the friction member, and the reaction force of the torque cam thrust is transmitted to the same torque transmission member via the bearing. Therefore, the large thrust generated by the torque cam becomes an internal force of the torque transmission member, and has a structure that is not transmitted to the bearing or the like that supports the torque transmission member in the case or the like.

The present invention has two basic structures, one is a structure in which the friction member is pressed by the axial force of the torque cam, and the other is a structure in which the friction member is pressed by the elastic body and the axial force of the torque cam inhibits the pressing force of the elastic body on the friction member. Has a structure.

The torque cam is a known technique, but a differential gear provided with a torque cam does not need to fasten one of the torque cams to a non-rotating member and is easy to incorporate. In addition, high deceleration differential is possible in one step, and the separation distance in the axial direction of the differential gear can be adjusted by the gradient of the groove of the torque cam, so very precise axial position control is possible. ..

On the other hand, the pressing force F received by the friction member is determined by the product of the rigidity K of the pressed member by the torque cam and the differential gear axial displacement X. Since the axial displacement of the differential gear can be precisely controlled as described above, even if the rigidity K is increased and the displacement X is decreased, the precise pressing force control is not hindered.
The energy E required for pressing the friction member is proportional to the product of the displacement X and the pressing force F, and is expressed as E = 1 / 2F · X. Therefore, according to the present invention, it is possible to keep the energy E required for pressing the friction member small while ensuring the control accuracy.

Further, the reverse efficiency of the differential gear, that is, the efficiency in the direction of driving the pinion by the differential rotation of the differential gear, is theoretically 0 when the reduction ratio is about 15 or more when the meshing efficiency of each gear is 98%. ..
If the reduction ratio of the differential gear used in the present invention is set to 15 or more, the reverse efficiency becomes 0, and basically, even if the control energy supply to the actuator is stopped, the rotation of the pinion due to the differential torque of the differential gear does not occur. , The pressing force on the friction member does not change.
Therefore, when the rate of change (dT / dt) of the clutch friction torque with respect to time is 0, it is not necessary to supply control energy to the actuator. The control energy can be significantly reduced.

It is sectional drawing of the main part of Example 1. The engagement portion of the torque transmission member with the friction member is shown. The sectional view of the torque cam is shown. Shows the pinion rotation prevention mechanism It is sectional drawing of the main part of Example 2. It is a drawing used for the start clutch of a vehicle which shows Example 3. FIG. It is a drawing used for the differential drive of 4WD which shows Example 4. FIG. It is a drawing used for the one-sided output shaft of a differential which shows Example 5. FIG. 6 is a drawing used for LSD showing Example 6.

FIG. 1 shows a main cross section of this embodiment. FIG. 2 shows the engagement state of the clutch housing 105, the bolt 109, the friction member (first friction member 121, second friction member 117), and the hub 113 of the second torque transmission member 111. FIG. 3 shows the cross-sectional shape of the torque cams 135 and 137 and the rolling elements 133.
The first torque transmission member 101, which is rotatably supported by bearings 107 and 108 in the case 165, has a companion flange 169 fastened to the tip by a nut 167, and has a flange 103 at the other shaft end, has a plurality of screw holes 104 in the flange. Is provided, and the clutch housing 105 and the reaction force receiving member 156 are fastened with bolts 109 on the opposite surface of the flange 103 in contact with the bearing 108. The inner diameter of the clutch housing 105 is set to be substantially equal to the mounting pitch circle diameter of the bolt 109. Therefore, a semicircle that is half the diameter of the shaft of the bolt 109 protrudes into the inner diameter of the clutch housing. As shown in FIG. 2, the semicircular recess 123 on the outer circumference of the first friction member 121 is slidably engaged in the semicircle in the axial direction, and the torque of the first torque transmission member 101 is transferred to the first friction member 121. introduce.

FIG. 2 shows the second torque transmission member 111 rotatably supported by the bearing 110 in the center hole 106 provided in the first torque transmission member 101 and the bearing 115 in the case 163, and has the hub 113, which is provided in the hub 113. The inner diameter projection 118 of the second friction member 117 is slidably engaged with the slid 114 shown in the above direction in the axial direction, and torque is transmitted to the second torque transmission member 111.

The first friction member 121 and the second friction member 117 are inner diameter portions of the clutch housing 105 and are located between the flange 103 of the first torque transmission member and the pressing force adjusting member 143, and are located between the first friction member 121 and the first friction member 121. The two friction members 117 are alternately laminated in the axial direction.
In the case of this embodiment, the pressing force adjusting member 143 has a plurality of semicircular recesses in the outer diameter portion, and is engaged with the semicircular convex portion of the shaft of the bolt 109 so as to be slidable in the axial direction. .. An elastic body 155 is in contact with the opposite surface of the pressing force adjusting member 143 to the surface in contact with the friction member, and gives a force to press the friction member. A reaction force receiving member 156 is fastened to the clutch housing 105 with bolts 109 on the opposite side of the pressing force adjusting member 143 of the elastic body 155.

FIG. 3 shows a cross section of torque cams 135 and 137 provided on facing surfaces of a pair of differential gears (first gear 127 and second gear 125) having one or a plurality of teeth different from each other, and a rolling element 133. When the first gear 127 and the second gear 125 rotate relative to each other in a predetermined direction, the rolling elements 133 move to shallow portions of the torque cams 135 and 137, and the differential gears generate axial forces that are separated from each other. The number of teeth of the first gear 127 and the number of teeth of the second gear 125 may be the same as long as the number of teeth of the pinion meshed with each of the differential gears is different.

A bearing 131 is provided between the opposite surface of the surface of the reaction force receiving member 156 in contact with the elastic body 155 and the first gear 127, and a plurality of bearings 131 shown in FIG. 3 are provided between the first gear 127 and the second gear 125. The torque cams 135 and 137 are arranged on the circumference, and a plurality of rolling elements 133 are sandwiched in the grooves of the torque cams.
A fastening member 126 is in contact with the edge of the inner peripheral hole of the second gear 125 opposite to the torque cam 137, and the axial thrust generated by the torque cam 135 and 137 is transmitted to the axial force transmission member 129. The fastening member 126 has a function of transmitting the axial force of the second gear 125 to the axial force transmitting member 129, and may be integrally formed with the axial force transmitting member 129.

The axial force transmission member 129 penetrates the inner diameter of the first gear 127, the second gear 125, the reaction force receiving member 156, the elastic body 155, and the pressing force adjusting member 143, and slides on the shaft of the second torque transmitting member 111 with a bearing 128. It is supported freely. Bearings 151 and 149 are fastened to the axial force transmission member 129 by the fastening member 147. The bearing 149 is in contact with the pressing force adjusting member 143 and transmits the axial thrust generated by the torque cam to the pressing force adjusting member 143.
The second torque transmission member 111 and the axial force transmission member 129 may be directly slidable without passing through the bearing 128. Further, the second gear 125 and the axial force transmission member 129 may be integrally manufactured.

When the rolling element 133 is located at a deep position in the groove of the torque cam 135 and 137, the distance between the first gear 127 and the second gear 125 is small, and all the pressing force generated by the elastic body 155 is transmitted to the friction member. The friction member produces the maximum friction torque. On the other hand, when the pinion 139 is rotated in a predetermined direction by the actuator 153, the differential gears rotate relative to each other while rotating, and the rolling elements 133 move to a shallow position in the torque cam groove. At this time, the first gear 127 and the second gear 125 generate an axial thrust in a direction away from each other. However, in the first gear 127, the bearing 131 and the reaction force receiving member 156 receive the axial thrust, and the axial position of the first gear 127 does not change. Therefore, the second gear 125 moves in the axial direction, and the axial force transmission member 129 is negatively biased to the right in FIG. 1, which is the same direction as the movement of the second gear 125, via the fastening member 126.

As a result, the axial force transmission member 129 presses the pressing force adjusting member 143 via the bearing 149, and the pressing force adjusting member applies the pressing force to the first friction member 121 and the second friction member 117 of the elastic body 155. Decrease. The amount of reducing the pressing force is uniquely determined by the amount of rotation of the pinion 139 from a predetermined position.

The pinion 139 that drives a pair of differential gears has one gear that meshes with each differential gear, which is rotatably supported by a bearing 141 on an adapter 159 fitted to the case, and an actuator shaft 157 in the hole at the end. Is fitted and is coupled to the actuator shaft 157 by the fastening member 145. Therefore, by controlling the rotation of the actuator 153 by a command from the controller, it is possible to control the clutch torque from the maximum torque to 0. The pinion 139 may be composed of two gears fixed in a rotation direction having different numbers of teeth meshing with each differential gear.

FIG. 4 shows an example of the reverse rotation prevention mechanism of the pinion 139. A spring 315 is incorporated into the cylinder 312 engaged in the case 163, which presses the piston 311 engaging the valley of the pinion 139 against the valley of the teeth of the pinion 139.
As described above, the reverse efficiency of the differential gear becomes 0 when the reduction ratio exceeds 15, and the pinion 139 is not reversely driven by the differential rotation due to the reaction force torque of the torque cam. This is because the torque for driving the pinion 139 by the differential gears is opposite to the positive and negative directions. However, when both differential gears try to rotate in the same direction due to the drag resistance torque generated by the bearing 131 or the like, the pinion 139 easily rotates with a small torque, and as a result, relative rotation is caused in the differential gears. The pressing force on the friction member changes. Since the drag torque is relatively small, it is possible to prevent reverse rotation with the actuator 153.

However, in order to prevent the reversal by the torque of the actuator 153, it is necessary to control the actuator 153 to stop at an integral position and to supply appropriate energy.
Therefore, the piston 311 is pressed against the valley of the pinion 139 to generate a torque for preventing reverse rotation. When the pinion 139 is rotated by the actuator 153, the piston 311 presses and contracts the spring 315 due to the pressure angle of the gear, and the tooth tip gets over the piston. Since the rotation prevention torque due to the piston 311 and the spring 315 should be able to face the drag torque of the bearing, it is sufficiently effective even if it is small. Therefore, it does not adversely affect the rotation of the pinion 139 during normal control.
By adding the reverse rotation prevention mechanism, when the friction clutch generates a constant torque, the energy supplied to the actuator 153 can be set to 0, which can contribute to the reduction of energy consumption.
The reverse rotation prevention mechanism may prevent the rotation of either the pinion 139, the first gear 127, or the second gear 125, and the tip of the solenoid shaft is inserted into the pinion 139 valley instead of the piston 311 and the spring 315. , A method such as applying a current to the actuator 153 and also applying a current to the solenoid to separate the tip of the shaft from the pinion 139 valley may be used.

FIG. 5 shows a cross-sectional view of a main part of the second embodiment. The first torque transmission member 2101 is rotatably attached to the case 263 by bearings 2107 and 2106, a companion flange 169 is fastened to the tip by a nut 167, and an inner diameter protrusion of the second friction member 117 is axially attached to the other end. It has a hub 177 provided with a second friction member 117, a first friction member 121, and a stopper 179 that receives the axial thrust of the reaction force member 183 by a groove 181 that is slidably loosely fitted and a pressing member 207.

The second torque transmission member 2111 is rotatably supported by the bearings 2108 and 2112 on the case 265, and the tip thereof is radially supported by the bearing 2106 inserted into the center hole 2110 of the first torque transmission member 2101. I support it. The second torque transmission member 2111 has a pin located on the outer periphery of the hub 177 of the first torque transmission member 2101 and overlapping in the axial direction, and engaging the outer periphery of the first friction member 121 with the inner circumference in the rotational direction. A clutch housing 189 having a semi-circular groove to which 2019 fits is fastened with a spline or the like. The axial position of the clutch housing 189 is supported by the second torque transmission member 2111 by the bearing 2108 and the fastening member 196.
The clutch housing 189 may be integrally machined with the shaft of the second torque transmission member 2111, and the engaging means of the first friction member 121 is directly machined on the clutch housing 189 without using the pin 2019. It may be a groove or the like.

A pressing member 207 in contact with the second friction member 117 or the first friction member 121 is loosely coupled to the outer periphery of the first torque transmission member 2101, and a bearing 203 is in contact with the opposite surface of the pressing member in contact with the friction member. The first gear 2127 of the pair of differential gears is in contact with the opposite side surface of the bearing in contact with the pressing member 207.
A torque cam 135 is machined on the opposite surface of the first gear in contact with the bearing 203, and a second gear 2125 having a torque cam 137 on the opposite surface thereof and having a different number of teeth from one to the first gear 2127 rolls. It is located so as to sandwich the moving body 133.

In the case of this embodiment, the second gear 2125 has a sleeve 2128 in the inner diameter portion, the sleeve penetrates the inner diameter portion of the first gear 2127, and is slidable on the shaft of the first torque transmission member 2101 by a bearing 209. It is supported. It should be noted that the sleeve 2128 may not be provided, and the first gear 2127 and the second gear 2125 may be directly supported by the bearing 209, or may be directly and slidably fastened to the shaft of the first torque transmission member 2101.

As described in the first embodiment, the pinion 2139 that meshes with and drives a pair of differential gears is composed of one gear, the shaft portion is rotatably supported by the adapter 159 by the bearing 141, and the shaft end portion is the embodiment. It has means driven by the same actuator 2153 as in 1. The gear that meshes with each differential gear may be two gears having two different numbers of teeth that are fixed in the rotational direction. When the pinion 2139 is composed of two gears having different numbers of teeth, the number of teeth of the first gear 2127 and the second gear 2125 may be the same.

The end of the second gear 2125 opposite to the torque cam 137 is in contact with the bearing 201, and the bearing is fastened to the first torque transmission member 2101 by the fastening member 205, and the axial force generated by the torque cam is transmitted to the first torque. It is transmitted to the member 2101.

When the pinion 2139 is driven in a predetermined direction by the actuator 2153 to drive the pair of first gear 2127 and the second gear 2125, the rolling elements 133 shown in FIG. 3 move to the shallow side of the slopes of the torque cams 135 and 137. An axial force that separates the first gear 2127 and the second gear 2125 works. The axial force is transmitted to the pressing member 207 via the bearing 203, presses the first friction member 121 and the second friction member 117, and a friction torque of a magnitude proportional to the pressing force is generated between the friction members. ..

The first friction member 121 and the second friction member 117 are alternately layered inside the inner diameter portion of the clutch housing 189, and are incorporated in the outer peripheral portion of the hub 177 between the pressing member 207 and the reaction force member 183.
The outer peripheral recess 123 of the first friction member 121 engages the pin 2019 that engages the clutch housing 189, and the inner peripheral projection 118 of the second friction member 117 engages the groove 181 of the hub 177. Therefore, the first torque transmission member 2101 and the second torque transmission member 2111 are coupled by the friction torque generated by the friction member. The magnitude of the coupling torque is determined by the axial force generated by the torque cams 133 and 137, and the axial force is uniquely determined by the relative rotation angle between the first gear 2127 and the second gear 2125, and further. The relative angle of rotation is determined by the amount of rotation of the pinion 2139 driven by the actuator 2153 from a predetermined position.
Therefore, by controlling the rotation of the pinion 2139 by the controller that drives the actuator 2153, it is possible to control the magnitude of the transmission torque between the first torque transmission member 2101 and the second torque transmission member 2111.

One of the axial forces generated by the torque cam is transmitted from the reaction force member 183 and the stopper 179 to the first torque transmission member 2101 via the first friction member 121 and the second friction member 117, and the axial thrust reaction force of the torque cam is the bearing 201. , It is also transmitted to the first torque transmission member 2101 via the fastening member 205. Therefore, as in the first embodiment, the large axial thrust generated by the torque cam is absorbed by the internal force of the first torque transmission member 2101 and is not transmitted to the clutch housing 189, the external bearing, etc., and the rotational resistance is reduced and the bearing is supported. Contributes to improving durability such as. Further, when a constant friction torque is generated, it is not necessary to supply energy to the actuator 2153 as in the first embodiment.

When the pin 193 is used for engaging the clutch housing 189 and the first friction member 121, the clutch housing 189 can be made of a material having a relatively low hardness but a light weight and excellent workability, such as an aluminum alloy. Further, the engagement between the first friction member 121 and the clutch housing 189 does not use the pin 2019, but engages the convex portion or the like provided on the outer peripheral portion of the first friction member 121 with the groove or the like machined in the clutch housing 189. But it may be. This also applies to Example 1. Further, the support of the pinion 2139, the means for connecting to the actuator 2153, and the reverse rotation prevention mechanism of the pinion 2139 may be the same as those in the first embodiment.

FIG. 6 shows a cross-sectional view of a main part of the third embodiment. This embodiment is an example in which the invention of the first embodiment is used for a vehicle start clutch. The first torque transmission member 101 of the first embodiment corresponds to the crankshaft 3101, the flange 103 corresponds to the flywheel 3103, and the second torque transmission member 111 corresponds to the main shaft 3111 of the transmission. In this embodiment, an example is shown in which the clutch housing 3105 and the reaction force member 3156 are integrally molded, and the pressing force adjusting member 3143 and the axial force transmission member 3129 are also integrally molded.

Further, in order to avoid the transmission main body and install the actuator 3153, an idler gear 225 is provided between the first gear 3127 and the second gear 3125 and the pinion 3139 because the distance between the shafts is required.

Similar to the first embodiment, the clutch housing 3105 fastened to the flywheel 3103 by the fastening member 3109 has an inner diameter substantially the same as the pitch circle diameter of the fastening member 3109, and the inner diameter portion of the clutch housing 3105 has the shaft portion of the fastening member 3109. A semicircle protrudes, and the outer peripheral recess 123 of the first friction member 121 is engaged with the half moon protrusion. In the case of this embodiment, the reaction force member 3156 is integrally molded with the clutch housing 3105, and the push pressure adjusting member 3143 is integrally processed with the axial force transmission member 3129. Further, the axial force transmission member 3129 is supported in the radial direction by the push pressure adjusting member 3143, and is separated from the outer circumference of the second torque transmission member 3111.

The pressing force adjusting member 3143 is in contact with the first friction member 121 or the second friction member 117, and the opposite surface thereof is in contact with the elastic body 3155. The opposite surface of the elastic body 3155 is in contact with the reaction force member 3156, and the opposite surface of the reaction force member 3156 in contact with the elastic body 3155 is the first gear 3127 which is a component of the pair of differential gears via the bearing 203. I'm in contact. A pair of differential gears are formed by facing the first gear and sandwiching a torque cam similar to that of the first embodiment and the second gear 3125 is located. The second gear has a sleeve 3126, and the first gear 3127 is loosely fitted to the outer circumference of the sleeve.

An axial force transmission member 3129 is loosely fitted to the inner circumference of the sleeve 3126 of the second gear 3125 to hold the first gear 3127 in the radial direction and to transfer the axial thrust generated by the torque cam to the bearing 3201 in contact with the second gear 3125. Receives pressure and transmits the axial thrust to the axial force transmission member 3129 by the fastening member 3128.
The axial thrust transmitted to the axial force transmitting member is transmitted to the pressing force adjusting member 3143 in the same manner as in the first embodiment to reduce and adjust the pressing force of the elastic body 3155 on the friction member.

The idler gear 225 that directly meshes with the first gear 3127 and the second gear 3125 is rotatably supported by a bearing 229 on a shaft 227 fastened to the transmission case 3203.
The idler gear 225 is driven by a pinion 3139 coupled to the actuator 3153 to drive the differential gear. The support of the pinion 3139, the means for fastening to the actuator 3153, the means for preventing the reverse rotation of the pinion 3153, the pinion 3139, and the like may be the same as those in the first embodiment.

The first friction member 121 is engaged with the clutch housing 3105 fastened to the flywheel 3103 of the first torque transmission member 3101, and the second friction member 117 is engaged with the outer diameter groove of the hub 3189 to generate the friction torque. (Ii) The torque is transmitted to the torque transmission member 3111. The torque generated by the friction member is transmitted from the crankshaft, which is the first torque transmission member 3101, to the main shaft of the transmission, which is the second torque transmission member 3111.

In the existing normal starting clutch system, when the clutch is disengaged, an external force is applied to the release bearing and the reaction force is applied to the crankshaft bearing. However, in the present proposal, the force for disengaging the clutch is absorbed by the internal force of the axial force transmission member 3129 and does not leak to the outside. Therefore, it is advantageous for improving the durability of the crankshaft bearing.

FIG. 7 shows a main sectional view of Example 4. In this embodiment, the friction clutch mechanism 2000 of the second embodiment is used to allow a rotation difference between the front axle and the rear axle, which are one axle of the 4WD vehicle, and to control the input torque to one axle. .. This embodiment is an invention in which the second torque transmission member 2111 of the second embodiment is a differential drive pinion 6187.
The torque output from the gear box or the like of the 4WD vehicle is transmitted to the companion flange 169 shown in FIG. 7, and is transmitted to the differential drive pinion 6187, which is the second torque transmission member, by the friction member shown in the second embodiment, and the ring. The differential case 235 is driven by the gear 4200, and the driving force drives the wheel (not shown) via the differential pinion 239 side gear 241 and the axle shaft 245 and 247. The basic structure, operation, and function of this embodiment are the same as those of the second embodiment.

The present invention has a simple structure, is lightweight, and is inexpensive as compared with the conventional hydraulic pressure. In addition, there is less hysteresis and backlash compared to those using an electromagnetic clutch, and it is excellent in controllability.

FIG. 8 shows a main sectional view of Example 5. This embodiment shows an example in which the clutch mechanism 2000 of the second embodiment is arranged in series between a wheel and a so-called side gear on one side of the differential of a 4WD vehicle. The present invention is used for torque control of split 4WD and for preventing a decrease in fuel consumption due to drag torque because a non-driving portion is reversely driven from a non-driving wheel during 2WD traveling.

The first torque transmission member 4101 in FIG. 8 is the output shaft of the differential one-side side gear 244 and corresponds to the second torque transmission member 2111 of the second embodiment. Further, the second torque transmission member 4111 corresponds to the first torque transmission member 2101 of the second embodiment, and a companion flange 4169 is engaged with the shaft end and is connected and driven to a drive shaft (not shown) for driving the wheel 231. The structural functions of the differential gear, the torque cam, the friction member, the pinion, and the actuator are the same as those in the second embodiment.

The torque transmitted to the differential case 235 is equally divided by the pinion 239 into the left and right side gears 244 and 243. Therefore, by controlling the torque of the clutch 2000, it is possible to control the torque of both wheels at the same time. Further, the clutch 2000 can transmit a larger output to the drive shaft with a clutch having the same capacity as that of the third embodiment arranged in the input portion of the differential case 235. This is because it is sufficient to control half of the total output.

When the meshing clutch 233 is set in series with the torque transmission unit to the differential, when the meshing clutch is released and the clutch 2000 is further freed, the drive torque from the engine and the wheel 231 is cut off, and the known axle disconnect function is provided. The rotation of the differential ring gear 4200 and the drive pinion 237 is stopped, and it is possible to prevent a decrease in fuel consumption due to drag resistance due to idling.

In the 2WD state, since the drive pinion 237 of the ring gear 4200 is stopped, relative rotation occurs in the meshing tooth portion of the disengaged meshing clutch 233. Therefore, in the existing axle disconnect mechanism, a synchronizer is provided in the meshing clutch portion. However, the polar moment of inertia of the stationary drive pinion 237, ring gear 4200, and differential case 235 is much larger than that of a normal transmission gear, so the capacity of the synchronizer is insufficient when switching between 2WD and 4WD at high speeds. However, there is a situation where switching is difficult.

However, according to this embodiment, when the clutch 2000 is first engaged when switching to 4WD, the torque transmission capacity is larger than that of the synchronizer, and the rotating stationary portion can be easily and smoothly operated even at a high speed of the vehicle. It is possible to synchronize with the vehicle speed. After the rotation synchronization, the meshing clutch 233 can be easily engaged. Therefore, the shift to 4WD becomes easy at the time of 2WD high-speed running.

As described above, according to the present invention, the clutch 2000 has two functions, a known axle disconnect function and a torque split 4WD coupling function.

FIG. 9 shows a main sectional view of the invention of Example 6. The present invention has a basic structure in which the first torque transmission member 2101 of the second embodiment is an output shaft 5101 on one side of the differential side gear, and the second torque transmission member is a differential case 5235. That is, a friction clutch 2000 is incorporated between the differential case 5235 and the axle shaft on one side to form a controlled LSD.

In FIG. 9, the hub 5177 is splined to the axle shaft 5101 and the second friction member 117 is engaged on the outer periphery. The clutch housing 5189 is splined to the differential case 5235. The outer circumference of the first friction member 121 is engaged with the inner circumference of the clutch housing. Therefore, the friction torque of the friction member becomes a torque that limits the operation of the differential. The differential gear, the torque cam, the friction member, the pinion and its support drive method, and the functional structure of the actuator are the same as those in the second embodiment.

The first gear 5127 has a sleeve 5128, which is slidably engaged with the outer circumference of the hub 5177. The end of the sleeve 5128 is in contact with the bearing 5207, transmitting the axial force of the torque cam to the spacer 5103, and the spacer 5103 fits into the outer circumference of the axle shaft 5101, and the axial force of the torque cam is applied to the axle via the bearing 5107, the companion flange 4109, and the nut 167. It is transmitted to the shaft 5101. On the other hand, the axial force due to the pressing force of the friction member is transmitted from the stopper 179 of the hub to the hub 5177, the hub 5177 is transmitted to the axle shaft 5101 via the fastening member 5104, and the axial force generated by the torque cam becomes the internal force of the axle shaft 5101. It is not transmitted to the outside.

The controlled LSD of this embodiment is particularly effective when the mounting space of the differential is limited as in an FF vehicle. In addition, it does not require hydraulic pressure and is easy to install.

Claims (7)

It has a shaft that is rotatably supported by a bearing on the case and transmits torque generated by the friction member, and a flange at the end of the shaft, and rotates the outer peripheral portion of the first friction member on the opposite surface of the shaft to the shaft. A first torque transmission member having the first friction member engaging means that engages in the direction,
The first friction member of the first torque transmission member, which is rotatably supported by a bearing on a case or the like and is integrally connected to the shaft or coupled with the shaft to transmit the torque generated by the friction member. A second that has the second friction member engaging means that is the inner diameter portion of the engaging means and is partially or wholly overlapped in the axial direction and has the second friction member engaging means that engages the inner diameter portion of the second friction member in the rotational direction. Torque transmission member and
The opposite surface of the surface that is in contact with the first or second friction member and is in contact with the friction member is in contact with the elastic body, adjusts the axial force that presses the friction member, and pushes the axial force transmission member through the inner diameter portion. With the pressure adjustment member,
An elastic body that is in contact with the opposite surface of the surface of the pressing force adjusting member that is in contact with the friction member and applies pressing force to the pressing force adjusting member.
The axial force transmission member penetrates the inner diameter portion of the first torque transmission member, which is integrally formed with or fastened to the friction member engagement means of the first torque transmission member, and with the push pressure adjusting member of the elastic body. A reaction force receiving member that is in contact with the opposite surface of the contacting surface and receives the axial force generated by the elastic body, and
It is arranged between the pressing force adjusting member and the flange wall surface of the first torque transmission member, and has a means for engaging with the first friction member engaging means of the first torque transmission member in the rotational direction at the outer peripheral portion. The first friction member having a hole on the inner circumference through which the hub of the second torque transmission member penetrates.
The inner diameter portion is located between the pressing force adjusting member and the flange wall surface of the first torque transmission member, which is in contact with the first friction member on both sides or one side, and is located at the inner diameter portion of the first friction member engaging means. The second friction member having a means for engaging with the second friction member engaging means of the second torque transmission member in the rotational direction.
A bearing that is in contact with the opposite surface of the reaction force receiving member that is in contact with the elastic body,
A second gear that is in contact with the bearing and is axially opposed to the first gear arranged concentrically with the second torque transmission member, and is deep in the rotational direction in which the rolling elements are engaged with the facing surfaces of the two gears. A pair of differential gears having a torque cam consisting of a plurality of inclined grooves and having the same number of teeth or different numbers of teeth from one to several.
With the plurality of rolling elements engaged with the torque cam,
The inner diameter portion is slidably loosely fitted to the shaft portion of the second torque transmission member and penetrates the inner diameter of the push pressure adjusting member, the elastic body, the reaction force receiving member, and one or both of the differential gears. However, in the case where the differential gear is integrally formed with the second gear or is made separately, and is made separately, the inner diameter portion of the second gear is penetrated and the end portion thereof is formed. A fastening member having a means for receiving an axial thrust in a direction away from the first gear of the second gear and engaging a bearing with the opposite end where the second gear is located, whether integrally or separately. With the axial force transmitting member having a means for fixing,
A fastening member that engages the bearing with the axial force transmission member,
A bearing that transmits the axial force of the axial force transmitting member to the pressing force adjusting member, and
A means of having one gear that meshes with the differential gear or two gears coupled in different rotation directions, the shaft of the gear being rotatably supported by a bearing in the case, and passively driving an actuator. Friction clutch consisting of pinions. A shaft that is rotatably supported by a bearing on a case or the like and a means that is integrally fixed to the shaft end or fixed to the shaft by a fastening means and engages the first friction member with the outer diameter portion in the rotational direction. A first torque transmission member having a hub having a means at the end of the fitting means to receive the axial force received by the first and second friction members from the pressing member.
The second, which is arranged concentrically with the first torque transmission member, is rotatably supported by a bearing or the like in a case, is integrally made with the shaft at the shaft end, or is coupled to the shaft by a coupling means such as a spline. A means for engaging the outer periphery of the friction member in the rotational direction is provided at a portion where the means is the outer periphery of the hub of the first torque transmission member and the axial position partially or completely overlaps the hub. The second torque transmission member and
A pressing member that is in contact with the first or second friction member and is slidably supported on the shaft of the first torque transmission member at the inner diameter portion.
A bearing in contact with the opposite surface of the friction member of the pressing member,
A differential gear composed of a pair of first gears and second gears that are slidably supported on the shaft of the first torque transmission member and have the same number of teeth or different one or more teeth from each other. The depth changes in the direction of rotation on the facing surfaces of the first gear, and the torque cam is composed of a plurality of grooves with which the rolling elements are engaged. The opposite surface of the torque cam of the first gear is in contact with the bearing in contact with the pressing member. A pair of differential gears in which the surface of the second gear opposite to the torque cam is in contact with a bearing that receives an axial force in a direction away from each other of the differential gear.
With the bearing that receives the separation axial force of the differential gear,
A fastening member for axially fixing the bearing to the shaft of the first torque transmission member, and
An inner peripheral portion located on the outer periphery of the hub of the pressing member and the first torque transmission member, which is located between the means for restricting the axial movement of the first and second friction members provided on the hub. With the first friction member having means for engaging with the hub in the rotational direction.
The second friction member having one or both sides in contact with the first friction member and having a means for engaging with the second friction member engaging means of the second torque transmission member in the rotational direction on the outer peripheral portion.
One gear that is rotatably supported by the case or the like and has an engaging means that is driven by an actuator or the like and meshes with the pair of differential gears, or a gear that is coupled to two gears having different numbers of teeth in different rotational directions. A friction clutch consisting of a pinion consisting of. A friction clutch according to claim 1, wherein the shaft of the first torque transmission member is an engine crankshaft, the flange is a flywheel, and the second torque transmission member is a transmission input shaft. A friction clutch according to claim 2, wherein the second torque transmission member of the invention is a vehicle differential drive pinion or an output shaft of a 4WD gearbox. The shaft of the second torque transmission member according to the second aspect of the invention is the one-side side gear output shaft of the vehicle differential, and the first torque transmission member is a member that drives a drive shaft that transmits torque to the wheel. A friction clutch featuring. The first torque transmission member of the inventions of claims 2 and 3 is a one-side side gear output shaft of a vehicle differential, and the second torque transmission member is a member fastened to a differential case by a fastening means. Friction clutch. A friction clutch having means that does not rotate when the differential gear of the invention of claims 1 to 6 is not driven from the actuator.

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