JP2007303504A - Torque transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate damage of a seal and restriction on the shape and layout of a hollow shaft. <P>SOLUTION: This torque transmission device has the hollow shaft 3 transmitting torque, a torque transmission shaft 5 relatively rotatably penetrating through the hollow shaft 3 and a clutch mechanism 11 having a radial directional outside rotary member 7 connected to the torque transmission shaft 5 and having a radial directional inside rotary member 9 connected to the hollow shaft 3 side. A first seal means 13 is arranged between the radial directional outside rotary member 7 and the torque transmission shaft 5. A second seal means 15 is arranged between the radial directional outside rotary member 7 and the hollow shaft 3 side. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a torque transmission device used in a vehicle.

  Patent Document 1 describes a “power transmission device”. This power transmission device is configured to send the driving force of the engine from the differential case of the front differential to the rear wheel (rear differential) side through the hollow shaft and the direction change gear set, and a clutch mechanism that limits the differential of the front differential It has. A torque transmission shaft that connects the differential case and the front wheel on one side passes through the hollow shaft so as to be relatively rotatable, and a radially outer rotating member of the clutch mechanism is connected to the hollow shaft, The rotating member is connected to the torque transmission shaft.

Further, the front differential is disposed inside the transmission, and a seal for preventing transmission oil from entering is disposed between the inner periphery of the hollow shaft and the outer periphery of the torque transmission shaft.
Japanese Patent Laid-Open No. 2004-314796

  In the power transmission device described above, when the torque transmission shaft is inserted into the hollow shaft, the seal may hit the spline portion of the torque transmission shaft.

  Further, in order to mount the seal, it is necessary to provide a small-diameter portion on the hollow shaft, the shape of the hollow shaft is limited to that extent, and in the configuration in which the radially outer rotating member of the clutch mechanism is connected to the hollow shaft, Need to be divided into two parts, which increases the cost, and with such a limitation of the hollow shaft, the degree of freedom of layout of the members constituting the apparatus is also limited.

  In addition, since the seal placed between the relatively rotating hollow shaft and the torque transmission shaft is subjected to a load due to sliding, it is necessary to select a seal having excellent durability, which is likely to increase the cost.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a torque transmission device that eliminates damage to a seal and restrictions on the shape of a hollow shaft and the layout of members.

  The torque transmission device according to claim 1 includes a hollow shaft for transmitting torque, a torque transmission shaft that penetrates the hollow shaft in a relatively rotatable manner, a radially outer rotating member on the torque transmitting shaft, and a radially inner rotating member on the torque transmitting shaft. A torque transmission device having a clutch mechanism coupled to each of the hollow shafts so as not to rotate relative to each other, wherein a first sealing means is disposed between the radially outer rotating member and the torque transmission shaft; The second sealing means is arranged between the direction outer side rotating member and the hollow shaft.

The torque transmission device according to a second aspect is the invention according to the first aspect, wherein the hollow shaft includes a shaft main body connected in a relatively non-rotatable manner and the radially inner rotating member, and the second seal. The means is a seal for a relative rotating part arranged between the radially inner rotating member and the radially outer rotating member, and a non-relative rotating part between the shaft body and the radially inner rotating member The torque transmission device according to claim 3 is the invention according to claim 1, wherein the hollow shaft includes the radially inner rotating member and the radially outer member. It has penetrated to the rotation member side, and the 2nd seal means is arranged between the hollow shaft and the radial direction outside rotation member on the penetration side.

  In the torque transmission device according to the first aspect, since the first and second sealing means are respectively arranged between the torque transmission shaft and the hollow shaft with respect to the radially outer rotating member, the sealing means is provided when the members are assembled. There is no damage.

  Further, since each sealing means is not disposed between the hollow shaft and the torque transmission shaft, the hollow shaft is not subjected to shape limitation, and further, the hollow shaft is not connected to the radially outer rotating member of the clutch mechanism. There is no need to divide the hollow shaft into two parts, so that an increase in cost can be avoided and a reduction in the degree of freedom of the member layout associated with the restriction of the hollow shaft is also avoided.

  Further, since the first sealing means disposed between the radially outer rotating member that does not rotate relative to the torque transmission shaft is not subjected to sliding, an expensive seal that is particularly excellent in durability against external force. There is no need to select a means.

  Further, since the first sealing means is not easily damaged even when the torque transmission shaft and the radially outer rotating member are relatively moved in the axial direction during assembly, these members are not damaged by the first sealing means. Can be easily assembled without giving

  In the torque transmission device according to the second aspect, by disposing a seal for the relative rotation portion between the radially inner rotating member and the radially outer rotating member, the clutch mechanism can be sub-assembled to improve unit characteristics. it can.

  In addition, the seal for the non-relative rotating part disposed between the shaft body and the radially inner rotating member is damaged even if the shaft body and the radially inner rotating member are relatively moved in the axial direction during assembly. In addition, since the seal for the non-relative rotating part can be used between the radially outer rotating member that does not rotate relative to the torque transmitting shaft, the unitized clutch mechanism is connected to the shaft main body for torque transmission. It can be easily mounted on the shaft without damaging any non-relative rotating part seals.

  According to a third aspect of the present invention, there is provided the torque transmission device according to the second aspect, wherein the hollow shaft is passed through the radially inner rotating member so as to protrude toward the radially outer rotating member. It is possible to dispose them between the members, and since only the second sealing means is required as the sealing means on the radially inner rotating member side, the number of parts and the part cost are reduced accordingly.

<First embodiment>
The transfer 1 (the torque transmission device of the first embodiment) will be described with reference to FIGS. 1, 2, 3 and 6. The transfer 1 is used in the four-wheel drive vehicle shown in FIG. 5, and the left and right directions are the four-wheel drive vehicle and the left and right directions in FIGS. 1 to 3.

[Features of Transfer 1]
The transfer 1 includes a hollow shaft 3 to which the driving force of the engine 501 is input, an axle 5 (torque transmission shaft) that penetrates the hollow shaft 3 in a relatively rotatable manner, and a clutch housing 7 (radially outer rotating member) on the axle 5. Further, the clutch hub 9 (radially inner rotating member) has a multi-plate clutch 11 (clutch mechanism: differential limiting device for the front differential 507) connected to the hollow shaft 3 so as not to be relatively rotatable. The O-ring 13 (first sealing means) is disposed between the clutch housing 7 and the X-ring 15 (second sealing means) is disposed between the hollow shaft 3 and the clutch housing 7. The inner periphery of the clutch hub 9 is penetrated to the clutch housing 7 side, and an X ring 15 is disposed between the hollow shaft 3 and the clutch housing 7 on the penetration side.

[Configuration of power system of four-wheel drive vehicle]
As shown in FIG. 6, the power system of the four-wheel drive vehicle includes a horizontally mounted engine 501 (prime mover) and transmission 503, a reduction gear set 505, a front differential 507, front axles 509 and 511, front wheels 513, and the like. 515, transfer 1, rear wheel side propeller shaft 517, coupling 519, reduction gear set 521, rear differential 523, rear axles 525, 527, rear wheels 529, 531 and the like.

  The driving force of the engine 501 is transmitted from the transmission 503 to the front differential 507 via the reduction gear set 505 and the differential case 533 and distributed from the front axles 509 and 511 to the front wheels 513 and 515 and from the differential case 533 to the transfer 1 and the rear. When the transmission is transmitted to the coupling 519 via the wheel side propeller shaft 517 and the coupling 519 is connected, the transmission is transmitted from the reduction gear set 521 to the rear differential 523 and distributed from the rear axles 525 and 527 to the rear wheels 529 and 531. Thus, a four-wheel drive state is established. Further, when the coupling 519 is released, the vehicle enters a two-wheel drive state of front wheel drive.

  Further, differential limitation of the front differential 507 is performed by the multi-plate clutch 11 of the transfer 1 as described below.

[Configuration of Transfer 1]
In addition to the hollow shaft 3, the axle 5, the clutch housing 7, the clutch hub 9, the multi-plate clutch 11, the O ring 13, and the X ring 15, the transfer 1 includes a direction change gear set 17, a drive pinion shaft 19, It comprises an actuator 21 for the multi-plate clutch 11 and the like.

  As shown in FIG. 1, the transfer 1 is accommodated in a transfer case 23, and the transfer case 23 includes a transfer case main body 25, a cover 27, a clutch case 29, and cylindrical cases 31 and 33. . The transfer case body 25, the cover 27, and the clutch case 29 are integrally fixed with bolts 35, the cylindrical case 31 is bolted to the transfer case main body 25, and the cylindrical case 33 is bolted to the cylindrical case 31. 23 is fixed to the transmission case 535 (FIG. 6) on the left side surface of the transfer case body 25. These joint portions are O-rings 37, 39, 41, 43, 45 as seals for non-relative rotating portions. It is sealed.

  The hollow shaft 3 is connected to the hollow shaft 537 on the differential case 533 side of the front differential 507 by a spline portion 49 at the left end. The hollow shaft 3 is supported by the transfer case body 25 by a bearing 51 that receives thrust force, and the cover 27 by a bearing 53 that receives thrust force. It is supported by. The axle 5 connects the right side gear 539 of the front differential 507 and the right axle 511, and the clutch housing 7 is splined to the outer periphery of the axle 5 and receives the thrust force of the actuator 21 through the multi-plate clutch 11. The clutch hub 29 is supported by the bearing 55 and the clutch hub 9 is splined to the outer periphery of the hollow shaft 3. Further, as described above, the O-ring 13 is disposed between the axle 5 and the clutch housing 7, and the X-ring 15 is disposed between the hollow shaft 3 and the clutch housing 7.

  The direction change gear set 17 includes a ring-shaped bevel gear gear 57 and a bevel gear 59 that are meshed with each other. The ring-shaped bevel gear gear 57 is fixed to the outer periphery of the hollow shaft 3 with a bolt 61, and the bevel gear 59 is the front end of the drive pinion shaft 19 Are integrally formed. The drive pinion shaft 19 is supported on the transfer case body 25 by a bearing 63 that receives a thrust force on the front end side, and is supported on the cylindrical case 31 by a bearing 65 that receives a thrust force on the rear end side. The drive pinion shaft 19 is connected to the propeller shaft 517 side by a flange 67 splined to the rear end.

  The transfer case 23 is filled with oil from an oil passage 69, a seal 71 disposed between the hollow shaft 3 and the transfer case body 25, a seal 73 disposed between the axle 5 and the clutch case 29, A seal 75 disposed between the cylindrical case 33 and the flange 67 prevents oil leakage and intrusion of foreign matter from the outside. The seal 71 between the transmission case 535, the O-ring 13 and the X-ring 15 As a result, mixing of transmission oils with different properties is prevented. Further, the cover 27 is provided with an opening 77 that promotes the movement of oil toward the multi-plate clutch 11 side.

  The actuator 21 includes a reversible electric motor 79, reduction gear sets 81 and 83, a ball cam 85, a return spring 87 (disc spring), a pressure plate 89 for the multi-plate clutch 11, and a bearing 91 that receives a thrust force. And a controller.

  The electric motor 79 is fixed to the clutch case 29 with a bolt 95, and its output shaft is connected to a rotating shaft 97 supported on the clutch case 29 at the left end. As shown in FIG. 2, the electric motor 79 is disposed on the rear side with respect to the hollow shaft 3 within the projection surface in the vehicle width direction of the clutch housing 7 outside the clutch housing 7. Further, inside the clutch housing 7, the direction change gear set 17 is disposed on the rear side with respect to the hollow shaft 3. For this reason, the weight of the entire transfer 1 is increased rearward with respect to the hollow shaft 3. Thereby, a heavy member is not divided into the front side and the rear side with respect to the hollow shaft 3 in the projection surface of the clutch housing 7 in the vehicle width direction, and the shake of the entire transfer 1 due to the rotation of the hollow shaft 3 is suppressed. The rigidity of the entire transfer 1 is improved.

  The reduction gear set 81 includes a small-diameter gear 99 and a large-diameter gear 101 that are meshed with each other. The small-diameter gear 99 is formed on the rotating shaft 97, and the large-diameter gear 101 is supported on the pin 103. Both ends are rotatably supported by a support hole 105 and a through-hole 107 provided in. The reduction gear set 83 includes a small-diameter gear 109 and a large-diameter gear 111 that are meshed with each other. The small-diameter gear 109 is formed integrally with the large-diameter gear 101, and the large-diameter gear 111 is formed on the outer periphery of the cam ring 113. Yes. The pin 103 is inserted through the through hole 107 into the small diameter gear 109 and the large diameter gear 101 and the support hole 105.

  The ball cam 85 is provided between the cam ring 113 and the cam ring 115 fixed to the cover 27. The return spring 87 is disposed between the pressure plate 89 and the clutch hub 9 and presses the pressure plate 89 in the connection release direction (leftward) of the multi-plate clutch 11. The bearing 91 is disposed between the pressure plate 89 and the cam ring 113 and blocks rotation on the pressure plate 89 side from the cam ring 113 side.

  In addition to the intermittent operation of the coupling 519, the controller starts, stops and reverses the electric motor 79. When the electric motor 79 is activated, the rotation is decelerated (torque amplification) by the reduction gear sets 81 and 83 to operate the ball cam 85, and the cam thrust force causes the bearing 91 and the pressure plate 89 to move to the right in the axial direction. The differential of the front differential 507 is limited by pressing and fastening the multi-plate clutch 11. Further, the controller controls the rotation angle of the electric motor 79 (cam thrust force of the ball cam 85) to adjust the differential limiting force, and then stops the electric motor 79.

  When the electric motor 79 is reversed from this state, the cam ring 113 rotates in the opposite direction and the cam thrust force of the ball cam 85 disappears, and the return spring 87 releases the engagement of the multi-plate clutch 11 and the differential limitation of the front differential 507. Thereafter, the electric motor 79 is stopped.

[Effect of transfer 1]
In the transfer 1, the O-ring 13 and the X-ring 15 are respectively disposed between the axle 5 and the hollow shaft 3 with respect to the clutch housing 7, so that when the axle 5 and the hollow shaft 3 are assembled unlike the conventional example. The O-ring 13 and the X-ring 15 are not damaged.

  Further, since the O-ring 13 and the X-ring 15 are not disposed between the hollow shaft 3 and the axle 5, the hollow shaft 3 is not subjected to shape restriction, and further, the hollow shaft 3 is not connected to the clutch housing 7, There is no need to divide the hollow shaft 3 into two parts, and an increase in cost can be avoided, and a reduction in the degree of freedom due to the shape restriction of the hollow shaft 3 when laying out the constituent members of the transfer 1 is also avoided.

  Further, since the O-ring 13 disposed between the axle 5 and the clutch housing 7 that does not rotate relative to each other is not subjected to a sliding load, an expensive sealing means that is particularly excellent in durability against external force is selected. This is not necessary and can be implemented at low cost.

  Further, since the O-ring 13 is not easily damaged even when the axle 5 and the clutch housing 7 are moved relative to each other in the axial direction, these members 5 and 7 can be easily assembled without damaging the O-ring 13. Can do.

  Further, the relative rotation (sliding) between the hollow shaft 3 in which the X ring 15 is arranged and the clutch housing 7 is alleviated by the differential limiting function when the multi-plate clutch 11 is connected. The durability of it will be improved accordingly.

  Further, by passing the hollow shaft 3 through the clutch hub 9 so as to protrude toward the clutch housing 7, the X ring 15 can be disposed between the hollow shaft 3 and the clutch housing 7 on the through side. On the hollow shaft 3 side, since only the X ring 15 is used as the sealing means, the number of parts and the part cost are reduced accordingly.

<Second embodiment>
The transfer 201 (the torque transmission device of the second embodiment) will be described with reference to FIGS. The transfer 201 is used in place of the transfer 1 in the four-wheel drive vehicle shown in FIG. 6, and the left and right directions are the four-wheel drive vehicle and the left and right directions in FIG.

[Features of Transfer 201]
The transfer 201 includes a hollow shaft 203 to which a driving force of the engine 501 is input, an axle 5 (torque transmission shaft) penetrating the hollow shaft 203 in a relatively rotatable manner; a clutch housing 7 (radially outer rotating member) on the axle 5. The multi-plate clutch 11 (clutch mechanism: differential limiting device for the front differential 507) is connected and the clutch hub 205 (radially inner rotating member) is connected to the hollow shaft 203 side (shaft body 3). 5 and the clutch housing 7 are arranged with an O-ring 13 (first seal means, a seal for the non-relative rotating portion), and an X-ring 207 (second seal means) between the hollow shaft 203 side and the clutch housing 7. , A seal for the relative rotation part).

  Further, the transfer 201 has a hollow shaft 203 that connects the clutch hub 205 to the hollow shaft body 3 so as not to be relatively rotatable (spline connection), and the second sealing means includes a clutch hub 205 and a clutch housing 7. An X-ring 207 is disposed between them, and an O-ring 209 is disposed between the shaft body 3 and the clutch hub 205.

  In the transfer 201, transmission oil is prevented from being mixed by the seal 71 on the transmission case 535 side, the O-rings 13 and 209, and the X-ring 207.

[Configuration of power system of four-wheel drive vehicle]
In the four-wheel drive vehicle of FIG. 6, the driving force of the engine 501 is transmitted from the transmission 503 to the front differential 507 via the reduction gear set 505 and the differential case 533, and is distributed to the front wheels 513 and 515 from the front axles 509 and 511. At the same time, it is transmitted from the differential case 533 to the coupling 519 via the transfer 201 and the rear wheel side propeller shaft 517. When the coupling 519 is connected, it is transmitted from the reduction gear set 521 to the rear differential 523, and the rear axle 525 When the vehicle is distributed from 527 to the rear wheels 529 and 531 to be in a four-wheel drive state and the coupling 519 is released, the vehicle is in a two-wheel drive state of front wheel drive.

  Further, differential limitation of the front differential 507 is performed by the multi-plate clutch 11 of the transfer 201 as described below.

[Effect of transfer 201]
By disposing the X ring 207 between the clutch housing 7 and the clutch hub 205, the transfer 201 can sub-assemble the multi-plate clutch 11 and improve unit characteristics.

  Further, since the O-rings 13 and 209 are not easily damaged even if the axle 5, the clutch housing 7, and the shaft body 3 and the clutch hub 205 are relatively moved in the axial direction, the unitized multi-plate clutch 11 is attached to the shaft body. 3 and the axle 5 can be easily mounted without damaging any of the O-rings 13 and 209.

  In addition, the transfer 201 can obtain the same effect as the transfer 1 except for the effect of passing the hollow shaft 3 from the clutch hub 9 to the clutch housing 7 side.

<Third embodiment>
The transfer 301 (torque transmission device of the third embodiment) will be described with reference to FIGS. The transfer 301 is used in place of the transfer 1,201 in the four-wheel drive vehicle of FIG. 5, and the left and right directions are the four-wheel drive vehicle and the left and right directions in FIG.

[Features of Transfer 301]
The transfer 301 includes a hollow shaft 303 into which the driving force of the engine 501 is input, an axle 5 (torque transmission shaft) that passes through the hollow shaft 303 so as to be relatively rotatable, and a clutch housing 7 (radially outer rotating member). The multi-plate main clutch 11 (clutch mechanism: differential limiting device for the front differential 507) is connected and the clutch hub 205 (radially inner rotating member) is connected to the hollow shaft 303 side (shaft body 3). ing.

  Further, in the transfer 301, an O-ring 13 (first sealing means, a seal for a non-rotating portion) is disposed between the clutch housing 7 and the axle 5, and a second is provided between the clutch housing 7 and the hollow shaft 303 side. Sealing means is disposed, and the hollow shaft 303 connects the clutch hub 205 to the hollow shaft body 3 in a relatively non-rotatable manner (spline connection). The second sealing means is provided between the clutch housing 7 and the clutch hub 205. An X-ring 305 (a seal for the relative rotation part) disposed between them, and an O-ring 307 is disposed between the shaft body 3 and the clutch hub 205.

[Configuration of power system of four-wheel drive vehicle]
As shown in FIG. 5, the power system of the four-wheel drive vehicle includes a horizontally mounted engine 501 (prime mover) and transmission 503, a reduction gear set 505, a front differential 507, front axles 509 and 511, front wheels 513, and the like. 515, transfer 301, rear wheel side propeller shaft 517, coupling 519, reduction gear set 521, rear differential 523, rear axles 525, 527, rear wheels 529, 531 and the like.

  The driving force of the engine 501 is transmitted from the transmission 503 to the front differential 507 via the reduction gear set 505 and the differential case 533 and distributed from the front axles 509 and 511 to the front wheels 513 and 515 and from the differential case 533 to the transfer 301 and the rear. When the transmission is transmitted to the coupling 519 via the wheel side propeller shaft 517 and the coupling 519 is connected, the transmission is transmitted from the reduction gear set 521 to the rear differential 523 and distributed from the rear axles 525 and 527 to the rear wheels 529 and 531. Thus, a four-wheel drive state is established. Further, when the coupling 519 is released, the vehicle enters a two-wheel drive state of front wheel drive.

  The differential limitation of the front differential 507 is performed by the main clutch 11 of the transfer 301 as described below.

[Configuration of Transfer 301]
In addition to the hollow shaft 303 (the shaft body 3 and the clutch hub 205), the axle 5, the clutch housing 7, the main clutch 11, the O-rings 13, 307, and the X-ring 305, the transfer 301 includes the direction change gear set 17, A drive pinion shaft 19 and an electromagnetic actuator 311 for the main clutch 11 are configured.

  As shown in FIG. 4, the transfer 301 is accommodated in the transfer case 23, and the transfer case 23 includes a transfer case main body 25, a cover 27, a clutch case 29, and cylindrical cases 31 and 33. . The transfer case body 25, the cover 27, and the clutch case 29 are integrally fixed with bolts 35, the cylindrical case 31 is bolted to the transfer case main body 25, and the cylindrical case 33 is bolted to the cylindrical case 31. 23 is fixed to the transmission case 535 (FIG. 5) on the left side surface of the transfer case body 25, and these joint portions are O-rings 37, 39, 41, 43, 45 as seals for non-relative rotating portions. It is sealed.

  The hollow shaft 303 is connected to the hollow shaft 537 on the differential case 533 side of the front differential 507 by a spline portion 49 at the left end, supported by the transfer case body 25 by a bearing 51 that receives thrust force, and covered by the bearing 53 that receives thrust force. It is supported by. The axle 5 connects the right side gear 539 of the front differential 507 and the right axle 511, the clutch housing 7 is splined to the outer periphery of the axle 5 and supported by the clutch case 29 by a ball bearing 313, and the clutch hub 205 is a ball bearing. 315 is supported by the clutch housing 7. Further, as described above, the clutch hub 205 is splined to the outer periphery of the shaft body 3, the O-ring 13 is between the axle 5 and the clutch housing 7, and the O-ring 307 is between the shaft body 3 and the clutch hub 205. The X rings 305 are respectively disposed between the clutch hub 205 and the clutch housing 7.

  The direction change gear set 17 includes a ring-shaped bevel gear gear 57 and a bevel gear 59 meshed with each other. The ring-shaped bevel gear gear 57 is fixed to the outer periphery of the shaft body 3 with a bolt 61, and the bevel gear 59 is the front end of the drive pinion shaft 19. Are integrally formed. The drive pinion shaft 19 is supported on the transfer case body 25 by a bearing 63 that receives a thrust force on the front end side, and is supported on the cylindrical case 31 by a bearing 65 that receives a thrust force on the rear end side. The drive pinion shaft 19 is connected to the propeller shaft 517 side by a flange 67 splined to the rear end.

  The transfer case 23 is filled with oil from an oil passage 69, a seal 71 disposed between the shaft body 3 and the transfer case body 25, a seal 73 disposed between the axle 5 and the clutch case 29, A seal 75 disposed between the cylindrical case 33 and the flange 67 prevents oil leakage and intrusion of foreign matter from the outside. The seal 71 between the transmission case 535, the O-rings 13, 307, and X The ring 305 prevents transmission oil having different properties from being mixed. The cover 27 is provided with an opening 77 that promotes the movement of oil toward the main clutch 11.

  The electromagnetic actuator 311 includes a multi-plate pilot clutch 317, a cam ring 319, a ball cam 321, a pressure plate 323, an armature 325, a rotor 327 made of a magnetic material, an electromagnetic coil 329, a return spring, It consists of a controller.

  The pilot clutch 317 is disposed between the cam ring 319 and the clutch housing 7, the ball cam 321 is provided between the cam ring 319 and the pressure plate 323, and the armature 325 is axially movable between the pilot clutch 317 and the pressure plate 323. The cam ring 319 is supported on the outer periphery of the clutch hub 205 so as to be movable in the axial direction, and the pressure plate 323 is splined to the outer periphery of the clutch hub 205. The rotor 327 is connected to the clutch housing 7 with a screw, is positioned by a double nut function of the nut 331, is supported on the outer periphery of the clutch hub 205 by a needle bearing 333, and between the rotor 327 and the cover 27 and between the rotor 327 and the cam ring 319. Between them, bearings 335 and 337 for receiving the cam reaction force of the ball cam 321 are arranged. The core 339 of the electromagnetic coil 329 penetrates into the recess of the rotor 327 through an appropriate air gap, is supported by the rotor 327 by a ball bearing 341, and is prevented from rotating by a rotation preventing member 345 engaged with the notch 343 of the cover 27. ing. Further, the clutch housing 7 is provided with openings 347 for promoting the inflow and outflow of oil and enhancing the lubrication / cooling effect of the main clutch 11, the pilot clutch 317, the ball cam 321, the bearings 315 and 337 and the like.

  In addition to the intermittent operation of the coupling 519, the controller performs excitation of the electromagnetic coil 329, control of excitation current, excitation stop, and the like. A magnetic path of the electromagnetic coil 329 is configured by the core 339, the rotor 327, the pilot clutch 317, and the armature 325. When the electromagnetic coil 329 is excited, a magnetic flux loop is formed in the magnetic path, and the attracted armature 325 The pilot clutch 317 is pressed and fastened, and the main clutch 11 is pressed and fastened via the pressure plate 323 by the cam thrust force of the ball cam 321 that is actuated by receiving torque, thereby limiting the differential of the front differential 507. When the excitation of the electromagnetic coil 329 is stopped, the connection of the main clutch 11 and the differential limitation of the front differential 507 are released by the return spring.

[Effect of transfer 301]
In the transfer 301, the O-ring 13 is disposed between the axle 5 and the clutch housing 7, the X-ring 305 is disposed between the clutch hub 205 and the clutch housing 7, and the O-ring 307 is disposed between the clutch hub 205 and the shaft body 3. Thus, unlike the conventional example, the O-rings 13, 307 and the X-ring 305 are not damaged when these members are assembled.

  Further, since the O-rings 13 and 307 and the X-ring 305 are not disposed between the shaft body 3 and the axle 5, the shaft body 3 is not subject to shape restrictions, and the shaft body 3 is connected to the clutch housing 7. Therefore, it is not necessary to divide the shaft body 3 into two parts, and an increase in cost can be avoided, and a reduction in the degree of freedom due to the shape restriction of the shaft body 3 when the components of the transfer 301 are laid out is also avoided.

  In addition, the O-rings 13 and 307 disposed between the axle 5 and the clutch housing 7 and the shaft body 3 and the clutch hub 205, which do not rotate relative to each other, are not subjected to sliding load, and thus are particularly resistant to external forces. Therefore, it is not necessary to select an expensive sealing means with excellent performance, and it is possible to implement at low cost.

  Further, the relative rotation (sliding) between the clutch hub 205 (hollow shaft 303) where the X ring 305 is disposed and the clutch housing 7 is mitigated by the differential limiting function when the main clutch 11 is connected. The durability of the X ring 305 is improved accordingly.

  Further, by disposing an X ring 305 (a seal for the relative rotating portion) between the clutch housing 7 and the clutch hub 205, the main clutch 11, the pilot clutch 317, the ball cam 321, the armature 325, the rotor 327, and the electromagnetic coil 329 are disposed. , Bearings 315, 337, return springs and the like can be sub-assembled to enhance unit characteristics.

  Further, since the O-rings 13 and 307 are not easily damaged even if the axle 5, the clutch housing 7, and the shaft body 3 and the clutch hub 205 are relatively moved in the axial direction, the O-rings 13 and 307 are not damaged. The unitized main clutch 11 and the like can be easily mounted on the shaft body 3 and the axle 5 without damaging any of the O-rings 13 and 307.

It is sectional drawing which shows the transfer 1 of 1st Example. It is a side view which shows the transfer 1 of a 1st Example. 3 is an enlarged cross-sectional view of a main part of the transfer 1. FIG. It is principal part sectional drawing which shows the transfer 201 of 2nd Example. It is sectional drawing which shows the transfer 301 of 3rd Example. It is a skeleton mechanism figure which shows the motive power system of the four-wheel drive vehicle using the transfer 1,201.

Explanation of symbols

1 Transfer (torque transmission device)
3 hollow shaft 5 axle 5 (torque transmission shaft)
7 Clutch housing (radially outer rotating member)
9 Clutch hub (radially inner rotating member)
11 Multi-plate clutch (clutch mechanism)
13 O-ring (first seal means, seal for non-relative rotating part)
15 X ring (second sealing means, seal for non-relative rotating part)
201 Transfer (torque transmission device)
203 Hollow shaft 205 Clutch hub (radially inner rotating member)
207 X ring (seal for relative rotating part: second sealing means)
209 O-ring (seal placed between shaft body and radially inner rotating member, seal for non-relative rotating part)
301 Transfer (torque transmission device)
303 Hollow shaft 305 X ring (seal for relative rotation part: second sealing means)
307 O-ring (seal placed between shaft body and radially inner rotating member, seal for non-relative rotating part)

Claims (3)

A hollow shaft that transmits torque, a torque transmission shaft that penetrates the hollow shaft in a relatively rotatable manner, a radially outer rotating member on the torque transmitting shaft, and a radially inner rotating member on the hollow shaft side cannot rotate relative to each other. A torque transmission device having a clutch mechanism coupled to
Torque characterized in that first sealing means is disposed between the radially outer rotating member and the torque transmission shaft, and second sealing means is disposed between the radially outer rotating member and the hollow shaft. Transmission device. The invention according to claim 1,
The hollow shaft is composed of a shaft main body and a radially inner rotating member connected so as not to be relatively rotatable,
The second seal means is a seal for a relative rotating portion disposed between the radially inner rotating member and the radially outer rotating member, and between the shaft body and the radially inner rotating member. A torque transmission device comprising a seal for a non-relative rotating part. The invention according to claim 1,
The hollow shaft passes through the radially inner rotating member toward the radially outer rotating member, and the second sealing means is disposed between the hollow shaft and the radially outer rotating member on the penetrating side. Torque transmission device characterized by being made.

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