JP4575038B2 - Torque transmission mechanism - Google Patents

Description

  The present invention relates to a torque transmission mechanism that connects a main clutch mechanism by a cam mechanism that operates via a pilot mechanism.

Patent Document 1 describes an electromagnetic clutch 801 (FIG. 14). The electromagnetic clutch 801 includes a main clutch 803 (main clutch mechanism), a cam 805 (cam mechanism), a pilot clutch 807 (pilot mechanism), an armature 809, an electromagnet 811, and the like. 809 is sucked and the pilot clutch 807 is engaged to generate pilot torque. Torque corresponding to the pilot torque is applied to the cam 805 via the pilot clutch 807, and the main clutch 803 is engaged by the generated cam thrust force.
JP 2000-104756 A

  For example, when the viscosity of oil increases at a low temperature, in a torque transmission mechanism having a configuration such as the electromagnetic clutch 801, an uncontrolled fastening force (by the viscous resistance of oil applied to the clutch plates on one side and the other side constituting the pilot mechanism ( (Pilot torque) may occur.

  FIG. 13 shows a characteristic (IT characteristic) between the current value (I) supplied to the electromagnet and the transmission torque (T) generated in the main clutch mechanism at that time in the torque transmission mechanism having the pilot mechanism as described above. Is shown. A graph 751 is a characteristic graph in a normal state (a state in which a pilot torque outside the control is not generated). As the gradient indicates, when the current (I) is increased, the transmission torque (T) increases, and the supply current ( When I) is set to zero, the operation of the pilot mechanism stops and the transmission torque (T) also becomes zero. However, when a pilot torque outside the control is generated in the pilot mechanism as described above, the cam mechanism is operated according to the strength of the pilot torque. Therefore, the IT characteristic increases as shown in the graph 753, and the supply current (I) of the electromagnet Even if is set to zero, drag torque (Td) is generated in the main clutch mechanism.

  The above torque transmission mechanism is used, for example, to switch a four-wheel drive vehicle between a four-wheel drive state and a two-wheel drive state. However, even when switching to the two-wheel drive state, a driving force only with drag torque (Td). Is continuously transmitted to the wheel on the separation side, so that the fuel consumption of the engine is reduced accordingly.

  Therefore, an object of the present invention is to provide a torque transmission mechanism that can suppress drag torque.

The torque transmission mechanism according to claim 1 includes a pilot mechanism that is operated by an operating force source, a cam mechanism that is operated by receiving torque through the pilot mechanism, and a main clutch mechanism that is fastened by a cam thrust force of the cam mechanism. A transmission mechanism, wherein the main clutch mechanism includes a pair of torque transmission members and a clutch member that couples the torque transmission members, and the cam mechanism includes a first cam member that is coupled to the pilot mechanism side, and the main clutch mechanism. The second cam member connected to the torque transmission member, and a conversion unit that converts the torque applied to the first and second cam members into the cam thrust force, and the first cam by the torque generated by the pilot mechanism. the provided suppression means for suppressing rotation of the member, the suppressive means, a first cam member, coupled to the second cam member side Meinkura Is disposed between the torque transmission member of the switch mechanism, characterized in that an elastic member for suppressing a relative rotation between the first cam member and second cam member by a frictional force.

The torque transmission mechanism according to claim 2 includes a pilot mechanism that is operated by an operating force source, a cam mechanism that is operated by receiving torque via the pilot mechanism, and a main clutch mechanism that is fastened by a cam thrust force of the cam mechanism. A transmission mechanism, wherein the main clutch mechanism includes a pair of torque transmission members and a clutch member that couples the torque transmission members, and the cam mechanism includes a first cam member that is coupled to the pilot mechanism side, and the main clutch mechanism. The second cam member connected to the torque transmission member, and a conversion unit that converts the torque applied to the first and second cam members into the cam thrust force, and the first cam by the torque generated by the pilot mechanism. A suppression means for suppressing the rotation of the member is provided, and the suppression means is connected to the first cam member and the main cam connected to the second cam member side. Provided between the torque transmission member of the switch mechanism, characterized in that the frictional force is a first cam member and suppressing friction portion relative rotation between the second cam member.

  In the torque transmission mechanism according to the first aspect, for example, even when pilot torque is generated in the pilot mechanism due to the viscosity (viscosity resistance) of oil that increases at low temperatures, the rotation of the first cam member is suppressed by the suppression means, and the second cam Since relative rotation with the member (operation of the cam mechanism) is suppressed, generation of drag torque of the main clutch mechanism is suppressed. Accordingly, in FIG. 13, an increase in the IT characteristic is suppressed, and a characteristic like a graph 751 is obtained, and a decrease in engine fuel consumption due to the drag torque is suppressed.

  Further, the elastic member used for the suppression means can easily set the frictional force to a predetermined value, and therefore exceeds a predetermined value while cutting off the pilot torque from the pilot mechanism from the cam mechanism below the predetermined value. In the range, it is easy to realize the function of the present invention to operate by transmitting the pilot torque to the cam mechanism.

  Further, the function of applying the frictional force by the elastic member is stable, and the function of blocking the rotational force and the function of suppressing the drag torque as described above can be obtained stably.

According to a second aspect of the present invention, there is provided a torque transmission mechanism comprising: a first cam member and a second cam member, and a second clutch member side torque transmission member coupled to the second cam member side by a friction force of a first cam member and a second cam member; By suppressing the relative rotation with the cam member and suppressing the operation of the cam mechanism, for example, even if pilot torque is generated in the pilot mechanism due to the viscosity (viscosity resistance) of oil that increases at low temperatures, the first cam is controlled by the suppressing means. Since rotation of the member is suppressed and relative rotation with respect to the second cam member (operation of the cam mechanism) is suppressed, generation of drag torque of the main clutch mechanism is suppressed. Accordingly, in FIG. 13, an increase in the IT characteristic is suppressed, and a characteristic like a graph 751 is obtained, and a decrease in engine fuel consumption due to the drag torque is suppressed.

  Moreover, in this structure which provided the suppression means directly between the 1st cam member and the 2nd cam member side torque transmission member, without adding a member, drag torque can be suppressed at that low cost.

  In order to provide the friction portion between the first cam member and the torque transmission member, for example, a direct support portion (radial or axial support) is provided between the first cam member and the torque transmission member. And the frictional force is generated by setting the radial gap and the axial gap narrow so that the rotational force generated in the pilot mechanism can be suppressed by the oil viscosity in the support section. If the environment is lubricated with oil, the viscous resistance of the oil may be used for the frictional force. Further, in the case of utilizing the viscous resistance of the oil in this way, if the gap between the support portions is narrowed so that the oil film is formed, a stable sliding frictional resistance can be obtained and the drag torque suppressing function is stabilized.

(First embodiment)
1 and 2 show an electromagnetic coupling 1 (torque transmission mechanism: a first embodiment of the present invention). The electromagnetic coupling 1 is used in a four-wheel drive vehicle. Hereinafter, the left and right directions are the left and right directions in FIG. 1, and the right side in FIG. 1 is the front of the four-wheel drive vehicle.

[Features of electromagnetic coupling 1]
The electromagnetic coupling 1 includes a multi-plate pilot clutch 5 (pilot mechanism) that is operated by an electromagnet 3 (operation force source), a ball cam 7 (cam mechanism) that receives torque via the pilot clutch 5, and a ball cam 7. The torque transmission mechanism includes a multi-plate main clutch 9 (main clutch mechanism) that is pressed and fastened by the cam thrust force. The main clutch 9 includes a rotating case 17 and a hollow inner shaft 19 (a pair of torque transmissions). Member), an outer plate 21 and an inner plate 23 (clutch member) for connecting them, and the ball cam 7 is connected to the cam ring 11 (first cam member) connected to the pilot clutch 5 side and the main clutch 9 side. The connected pressure plate 13 (second cam member) and cam ring Respectively formed on 11 and the pressure plate 13, it becomes from a ball 15 disposed on the cam surface and between them which converts torque to thrust force (conversion unit),
Suppressing means for suppressing the rotation of the cam ring 11 due to the rotational force generated in the pilot clutch 5 is provided,
This suppression means is disposed between the cam ring 11 and the inner shaft 19 connected to the pressure plate 13, and a friction plate 25 that suppresses relative rotation between the cam ring 11 and the pressure plate 13 by friction force, and the friction plate 25. And a disc spring 27 (elastic member) that presses the cam ring 11 to generate the frictional force.

[Configuration of power system of four-wheel drive vehicle]
The power system of a four-wheel drive vehicle using the electromagnetic coupling 1 includes an engine, a transmission, a transfer, a front differential (a differential device that distributes the driving force of the engine to the left and right front wheels), the front axle, Front wheel, front rear propeller shaft, electromagnetic coupling 1, rear rear propeller shaft, rear differential (differential device that distributes engine driving force to left and right rear wheels), rear It consists of an axle and left and right rear wheels.

  The driving force of the engine is transmitted from the transmission to the front differential, and is distributed from the front differential to the left and right front wheels via the front axle. When the electromagnetic couplings 1 are respectively connected, the driving force of the engine is transmitted from the transfer to the rear differential via the front propeller shaft, the electromagnetic coupling 1 and the rear propeller shaft, and from the rear differential to the rear axle. The vehicle is distributed to the left and right rear wheels through the four-wheel drive state. Further, when the coupling of the electromagnetic coupling 1 is released, the vehicle enters a two-wheel drive state of front wheel drive.

[Configuration of electromagnetic coupling 1]
The electromagnetic coupling 1 includes the pilot clutch 5, the ball cam 7, the main clutch 9, the rotating case 17, the inner shaft 19, an armature 29, a controller, and the like. Housed in a supported protective casing.

  The rotating case 17 includes a flange portion 31 and a power transmission shaft 33 integrally formed of a shaft steel material, a cylindrical member 35 made of a ferrous alloy strength material, and a cylindrical member 37 made of an aluminum alloy. And a rotor 39 made of a magnetic material. The flange portion 31 and the cylindrical member 35 and the cylindrical member 35 and the cylindrical member 37 are welded to each other by electron beam welding. The rotor 39 is screwed into the opening on the rear side of the cylindrical member 37 and is fixed by the double nut function of the nut 41. The power transmission shaft 33 is supported on the protective casing via a double-side sealed ball bearing 43, and the rotor 39 is supported on the protective casing via another ball bearing. The power transmission shaft 33 is connected to the front propeller shaft via a joint, and the driving force of the engine is transmitted to the power transmission shaft 33 (rotary case 17) via these power transmission members.

  The inner shaft 19 penetrates the rotary case 17 from the rear, and the front end portion is supported on the flange portion 31 by a ball bearing 45 and the rear portion side is supported on the rotor 39 by a needle bearing 47. A connecting shaft is spline-connected to the inner shaft 19, and this connecting shaft is connected to the rear propeller shaft via a joint, and the rotation of the inner shaft 19 is transmitted to the rear differential via these power transmission members. .

  Further, an O-ring 49 is disposed between the cylindrical member 37 of the rotating case 17 and the rotor 39, and an X-ring 51 is disposed between the rotor 39 and the inner shaft 19. Thus, the electromagnetic coupling 1 (rotating case 17) is sealed. Oil is injected into the rotating case 17 from an oil hole 53 provided in the flange portion 31, and the oil hole 53 is sealed with a ball 55 after the oil is injected.

  The main clutch 9 is disposed between the rotary case 17 (cylindrical member 35) and the inner shaft 19, and the outer plate 21 is connected to a spline portion 57 formed on the inner periphery of the cylindrical member 35. Is connected to a spline portion 59 formed on the outer periphery of the inner shaft 19.

  The ball cam 7 is configured by disposing the balls 15 between the cam surfaces formed on the cam ring 11 and the pressure plate 13 as described above, and the pressure plate 13 has an inner periphery on the spline portion 59 of the inner shaft 19. The cam ring 11 is connected to the outer periphery of the inner shaft 19 so as to be relatively rotatable. Between the cam ring 11 and the rotor 39, a thrust bearing 61 and a washer 63 for receiving the cam reaction force of the ball cam 7 are arranged.

  The pilot clutch 5 is disposed between the rotating case 17 (cylindrical member 37) and the cam ring 11, and the outer plate 65 is connected to a spline portion 67 formed on the inner periphery of the cylindrical member 37 as shown in FIG. The inner plate 69 is connected to a spline portion 71 formed on the outer periphery of the cam ring 11.

  The armature 29 is disposed between the pilot clutch 5 and the pressure plate 13, and the outer periphery is connected to the spline portion 67 of the cylindrical member 37 so as to be movable in the axial direction.

  The electromagnet 3 is composed of an electromagnetic coil 73, a synthetic resin holding member 75 that covers and covers the electromagnetic coil 73, and a core 77. The holding member 75 and the electromagnetic coil 73 are provided with convex portions of the holding member 75. By being engaged with the circumferential groove of the core 77, the core 77 is positioned in the radial direction and the axial direction, and the electromagnetic coil 73 and the holding member 75 are air with a predetermined interval with respect to the recess 79 formed in the rotor 39. It penetrates through the gap. The core 77 is supported by the rotor 39 via a double-side sealed ball bearing 81, and the lead wire 83 of the electromagnetic coil 73 is drawn out of the protective casing through the grommet, and is connected to the vehicle battery via the controller. Yes.

  The core 77, the air gap, the rotor 39, the pilot clutch 5, and the armature 29 constitute a magnetic path of the electromagnetic coil 73. The controller performs excitation of the electromagnetic coil 73, control of excitation current by PWM control, excitation stop, etc. Do.

  When the electromagnetic coil 73 is excited, a magnetic flux loop is generated in the magnetic path and the armature 29 is attracted, and the pilot clutch 5 is pressed and fastened to generate a pilot torque, and the engine is driven according to the magnitude of the pilot torque. A force is applied to the ball cam 7, and the main clutch 9 is pressed and fastened via the pressure plate 13 by the generated cam thrust force, and the electromagnetic coupling 1 is connected. When the electromagnetic coupling 1 is connected, the driving force of the engine is transmitted from the inner shaft 19 to the rear differential via the rear propeller shaft and the like, and is distributed from the rear differential to the left and right rear wheels so that the vehicle is in a four-wheel drive state. This improves driving performance on rough roads, stability of the vehicle body, and straightness.

  When the excitation current of the electromagnetic coil 73 is controlled by the controller, the slip ratio of the pilot clutch 5 is changed, and the pilot torque and the cam thrust force of the ball cam 7 are changed, and are moved to the rear wheel side via the electromagnetic coupling 1 (main clutch 9). The magnitude of the transmitted torque to be sent can be adjusted. For example, the maneuverability and stability of the vehicle can be improved during turning.

  When the excitation of the electromagnetic coil 73 is stopped, the pilot clutch 5 is released, the cam thrust force of the ball cam 7 disappears, the main clutch 9 is released, the connection of the electromagnetic coupling 1 is released, and the rear propeller is released from the inner shaft 19. Even the rear wheels are cut off through the shaft, and the vehicle enters a two-wheel drive state, which improves the turning performance of the vehicle and improves the fuel efficiency of the engine.

  The friction plate 25 (single plate plate) is disposed on the outer peripheral side of the inner shaft 19, and the disc spring 27 is disposed between the inner shaft 19 and the friction plate 25, and presses the friction plate 25 against the cam ring 11. The plate plate is fastened, and the frictional force suppresses the relative rotation between the cam ring 11 and the pressure plate 13 below the desired rotational torque, and the operation of the ball cam 7 and the operation of the main clutch 9 by the cam thrust force (the drag torque). ) At the portion of the cam ring 11 in the previous stage where the cam is generated.

  Therefore, even if pilot torque is generated in the pilot clutch 5 due to the viscous resistance of oil at low temperatures, the operation of the ball cam 7 is suppressed by the frictional force of the friction plate 25 as described above, and the drag torque of the main clutch 9 is suppressed. Therefore, in FIG. 13, an increase in the IT characteristic is suppressed to obtain a characteristic as shown in a graph 751 and a reduction in fuel consumption due to drag torque is suppressed.

  The pressing force of the disc spring 27 is within a range that is necessary and sufficient to suppress the rotational force generated in the pilot clutch 5 due to oil viscosity (particularly considering the effect of oil viscosity at low temperatures). The pilot torque is set and does not substantially affect the pilot torque when the pilot clutch 5 is operated by the electromagnetic coil 73.

  Further, the disc spring 27 used for the suppression means has a non-linear load characteristic, and there is a region where the load is stable within a predetermined deflection amount range. Accordingly, the necessary and sufficient pressing force of the disc spring 27 is set so as to use the load in this stable region.

[Effect of electromagnetic coupling 1]
The electromagnetic coupling 1 has the following effects by being configured as described above.

  Even if pilot torque due to oil viscosity is generated in the pilot clutch 5, the operation of the ball cam 7 is suppressed by the disc spring 27 and the friction plate 25, and the drag torque of the main clutch 9 is suppressed.

  In addition, since drag torque is suppressed, it is possible to achieve compatibility with brake control.

  Therefore, if the vehicle is switched between the four-wheel drive state and the two-wheel drive state according to the road surface condition, the steering condition, etc., in the four-wheel drive state, the straight rotation is achieved by the relative rotational restraint function between the front and rear wheels by the electromagnetic coupling 1 In the two-wheel drive state, the relative rotation restraint function is stopped and the turning performance is improved, so that the vehicle can obtain a desired behavior under different road surface conditions and steering conditions. In addition, during braking, brake control that prevents locking in a two-wheel drive state is possible, which greatly improves safety.

  In addition to the electromagnet 3, the operation force source of the pilot clutch 5 includes an actuator using hydraulic pressure or air pressure. In any case, there is a known means for PWM-controlling the operation force source as described above. In this case, the transmission torque of the main clutch 9 is adjusted by controlling the pilot torque of the pilot clutch 5 and the cam thrust force of the ball cam 7. However, when the electromagnet 3 is PWM-controlled, the pilot clutch 5 varies the pilot torque due to the DUTY frequency. This variation is amplified by the ball cam 7, and ON-OFF variation occurs in the transmission torque of the main clutch 9, and intermittently varying noise is radiated.

  However, the disc spring 27 and the friction plate 25 suppress the pilot torque fluctuation due to the PWM control in the pilot clutch 5 by the preceding cam ring 11 that generates the cam thrust force, and the ball cam 7 suppresses the amplification of the pilot torque fluctuation. Noise emission due to ON-OFF of the clutch 9 is effectively suppressed.

  Further, like the disc spring 27, the elastic member can easily set the frictional force to a predetermined value, and below the set value, the pilot torque from the pilot clutch 5 is cut off from the ball cam 7 and exceeds the predetermined value. In the range, the function of the present invention for operating by transmitting the pilot torque to the ball cam 7 can be easily realized.

  Further, the function of applying the frictional force by the elastic member is stable, and the function of blocking the rotational force and the function of suppressing the drag torque as described above can be obtained stably.

(Second Embodiment)
3 and 4 show an electromagnetic coupling 101 (torque transmission mechanism: a second embodiment of the present invention).

  The electromagnetic coupling 101 has a configuration in which the suppression means including the disc spring 27 and the friction plate 25 in the electromagnetic coupling 1 of the first embodiment is replaced with an annular wave spring 103 (elastic member: suppression means). Hereinafter, differences from the electromagnetic coupling 1 will be described.

[Configuration of Electromagnetic Coupling 101]
The wave spring 103 is disposed in an annular recess 105 provided on the inner periphery of the cam ring 11 and faces the outer periphery of the inner shaft 19. The contact portion with the outer periphery of the inner shaft 19 is fixed as shown in FIG. 4. It becomes a surface 107 and is fixed to the inner shaft 19, and a contact portion with the inner periphery (recessed portion 105) of the cam ring 11 becomes a friction surface 109, and the rotation of the cam ring 11 is braked by the frictional force generated on the friction surface 109. 11, the relative rotation between the pressure plate 13 and the pressure plate 13 is suppressed, the torque from the pilot clutch 5 due to the viscosity of the oil is cut off, and the operation of the ball cam 7 is suppressed.

  The frictional force of the wave spring 103 is set within a range necessary for suppressing the rotational force generated in the pilot clutch 5 due to the oil viscosity, and the pilot torque when the pilot clutch 5 is operated by the electromagnetic coil 73. Has no substantial effect.

[Effect of electromagnetic coupling 101]
The electromagnetic coupling 101 configured as described above can obtain the same effect as the electromagnetic coupling 1 except for the effect obtained by using the disc spring 27 and the friction plate 25 as the restraining means.

  In addition, this configuration in which the wave spring 103 is disposed in the concave portion 105 provided on the inner periphery of the cam ring 11 is advantageous in securing a space for disposing the restraining means. There is no need to change the shape.

(Third embodiment)
FIG. 5 shows an electromagnetic coupling 201 (torque transmission mechanism: a third embodiment of the present invention).

  The electromagnetic coupling 201 is the same as the electromagnetic coupling 1 of the first embodiment except that the restraining means including the disc spring 27 and the friction plate 25 is replaced with a rubber ring 203 (elastic member: restraining means) having an O-shaped cross section. Hereinafter, differences from the electromagnetic coupling 1 will be described.

[Configuration of Electromagnetic Coupling 201]
The rubber ring 203 is disposed in an annular groove 205 provided on the inner periphery of the cam ring 11 and is in contact with the outer periphery of the inner shaft 19, and the friction surfaces 207 and 209 with respect to the cam ring 11 (groove 205) and the inner shaft 19. The rotation of the cam ring 11 is braked by the frictional force generated in the above, the relative rotation between the cam ring 11 and the pressure plate 13 is suppressed, the torque from the pilot clutch 5 due to oil viscosity is interrupted, and the operation of the ball cam 7 is suppressed.

  The frictional force generated by the rubber ring 203 is set within a range necessary for suppressing the rotational force generated in the pilot clutch 5 due to the oil viscosity, and the pilot torque when the pilot clutch 5 is operated by the electromagnetic coil 73. Has no substantial effect.

[Effect of electromagnetic coupling 201]
The electromagnetic coupling 201 configured as described above can obtain the same effects as those of the electromagnetic coupling 1 except for the effects obtained by using the disc spring 27 and the friction plate 25 as the suppressing means.

  In addition, this configuration in which the rubber ring 203 is disposed in the groove portion 205 provided on the inner periphery of the cam ring 11 is advantageous in securing a space for disposing the restraining means. There is no need to change the shape.

(Fourth embodiment)
FIG. 6 shows an electromagnetic coupling 301 (torque transmission mechanism: a fourth embodiment of the present invention).

  The electromagnetic coupling 301 is the same as the electromagnetic coupling 1 of the first embodiment except that the restraining means 303 (friction part) is opposed to the cam ring 11 and the inner shaft 19 instead of the restraining means comprising the disc spring 27 and the friction plate 25. The structure directly formed on the surface and the difference from the electromagnetic coupling 1 will be described below.

[Configuration of Electromagnetic Coupling 301]
The cam ring 11 has an inner periphery (radius r2) and is supported on the outer periphery (radius r1) of the inner shaft 19 via an oil film.

  The restraining means 303 forms a delicate oil film by appropriately narrowing the difference (r2-r1) between the radius r2 and the radius r1, and obtains a stable sliding frictional resistance. Brake is applied, the relative rotation between the cam ring 11 and the pressure plate 13 is suppressed, the torque from the pilot clutch 5 due to the viscosity of the oil is cut off, and the operation of the ball cam 7 is suppressed.

  The frictional force generated by the suppression means 303 (oil film) is set within a range necessary for suppressing the rotational force generated in the pilot clutch 5 due to the oil viscosity, and the pilot clutch 5 is operated by the electromagnetic coil 73. The pilot torque is not substantially affected. Further, the difference (r2-r1) between the radius r2 and the radius r1 is further reduced so that a direct frictional sliding resistance between the cam ring 11 and the inner shaft 9 can be obtained without interposing an oil film. The rotation may be braked.

[Effect of electromagnetic coupling 301]
The electromagnetic coupling 301 configured as described above can obtain the same effect as the electromagnetic coupling 1 except for the effect obtained by using the disc spring 27 and the friction plate 25 as the suppressing means.

  Further, in this configuration in which the suppression means 303 is directly provided between the cam ring 11 and the inner shaft 19, the drag torque can be suppressed at a lower cost without adding a member.

  In addition, in order to provide a friction part between the cam ring 11 and the inner shaft 19, a direct support part (a radial support part or an axial support part) is provided between the cam ring 11 and the inner shaft 19. If the radial gap or the axial gap is set narrow to generate frictional resistance, or if the support portion between the cam ring 11 and the inner shaft 19 is in an environment lubricated with oil, the oil There is a method of using the viscous resistance of the oil for the frictional force, and in particular when using the viscous resistance of oil, a stable sliding frictional resistance can be obtained by narrowing the gap of the support part so that the oil film is formed. The drag torque suppression function is stabilized.

  In addition, this configuration in which the suppression means 303 is directly provided between the cam ring 11 and the inner shaft 19 is most advantageous in securing the arrangement space of the suppression means, and the dimensions of the peripheral members for arranging the suppression means. There is no need to change the shape.

( Reference example )
7 and 8 show an electromagnetic coupling 401 (torque transmission mechanism: a reference example of the present invention).

  In the electromagnetic coupling 1 of the first embodiment, the electromagnetic coupling 401 is a rubber damper 403 (an elastic member that suppresses fluctuations in torque: suppression means) instead of the suppression means including the disc spring 27 and the friction plate 25. Hereinafter, differences from the electromagnetic coupling 1 will be described.

[Configuration of Electromagnetic Coupling 401]
The rubber damper 403 is formed in the shape of a spline, and is disposed in the spline portion 71 (torque transmission path) of the cam ring 11 with an appropriate gap 405 between the pilot clutch 5 and the inner plate 69. Even if torque due to the oil viscosity is generated in 5, it is absorbed and blocked by the deflection, and the operation of the ball cam 7 is suppressed, thereby suppressing the generation of drag torque in the main clutch 9.

  Even if the rubber damper 403 is arranged in the torque transmission path as described above, the pilot torque when the pilot clutch 5 is operated by the electromagnetic coil 73 is not substantially affected.

[Effect of electromagnetic coupling 401]
The electromagnetic coupling 401 configured as described above can obtain the same effect as the electromagnetic coupling 1 except for the effect obtained by using the disc spring 27 and the friction plate 25 as the suppressing means.

  In addition, this configuration in which the rubber damper 403 is arranged using the spline portion 71 of the cam ring 11 is advantageous in securing the arrangement space for the suppressing means, and the size and shape of the peripheral members for arranging the suppressing means. There is no need to change.

( Reference example )
9 and 10 show an electromagnetic coupling 501 (torque transmission mechanism: a reference example of the present invention).

  In the electromagnetic coupling 501 of the first embodiment, the electromagnetic coupling 501 is replaced with a coil spring 503 (an elastic member that suppresses fluctuations in torque: suppression means) instead of the suppression means including the disc spring 27 and the friction plate 25. Hereinafter, differences from the electromagnetic coupling 1 will be described.

[Configuration of Electromagnetic Coupling 501]
The cam ring 11 is divided into a radially outer member 505 and a radially inner member 507, and a coil spring 503 is disposed between convex portions 509 and 511 formed on the members 505 and 507, respectively. Even if the torque generated by the above is generated, it is absorbed and blocked by bending, the operation of the ball cam 7 is suppressed, and the generation of the drag torque in the main clutch 9 is suppressed.

  Even if the coil spring 503 is arranged in the torque transmission path as described above, the pilot torque when the pilot clutch 5 is operated by the electromagnetic coil 73 is not substantially affected.

[Effect of electromagnetic coupling 501]
The electromagnetic coupling 501 configured as described above can obtain the same effect as the electromagnetic coupling 1 except for the effect obtained by using the disc spring 27 and the friction plate 25 as the restraining means.

  Instead of each coil spring 503, a rubber damper may be used.

  In addition, this configuration in which the coil spring 503 is arranged between the cam ring 11 divided into two (the outer member 505 and the inner member 507) is advantageous in securing the arrangement space of the suppressing means, and in order to arrange the suppressing means. There is no need to change the dimensions and shape of the peripheral members.

( Reference example )
FIG. 11 shows an electromagnetic coupling 601 (torque transmission mechanism: a reference example of the present invention).

  In the electromagnetic coupling 1 of the first embodiment, the electromagnetic coupling 601 is a rubber damper 603 (an elastic member that suppresses fluctuations in torque: suppression means) instead of the suppression means including the disc spring 27 and the friction plate 25. Hereinafter, differences from the electromagnetic coupling 1 will be described.

[Configuration of Electromagnetic Coupling 601]
The rubber damper 603 is disposed between the cam surface of the cam ring 11 and the ball 15 constituting the ball cam 7 and between the cam surface of the pressure plate 13 and the ball 15, and generates torque due to oil viscosity in the pilot clutch 5. Even if the cam ring 11 moves, the cam ring 11 absorbs this by bending with the ball 15, suppresses the operation of the ball cam 7 (suppresses the generation of the cam thrust force), and suppresses the generation of the drag torque in the main clutch 9.

  Even if the rubber damper 603 is disposed in the axial thrust force transmission path of the ball cam 7 as described above, the pilot torque when the pilot clutch 5 is operated by the electromagnetic coil 73 is substantially affected. Absent. In order to suppress the initial drag torque and rotational torque fluctuation of the pilot clutch 5, the rubber damper 603 may be disposed only in the vicinity of the neutral position of the cam portion.

[Effect of electromagnetic coupling 601]
The electromagnetic coupling 601 configured as described above can obtain the same effect as the electromagnetic coupling 1 except for the effect obtained by using the disc spring 27 and the friction plate 25 as the restraining means.

  In addition, this configuration in which the rubber damper 603 is arranged inside the ball cam 7 is advantageous in securing the arrangement space of the suppression means, and it is not necessary to change the size and shape of the peripheral members in order to arrange the suppression means. .

( Reference example )
FIG. 12 shows an electromagnetic coupling 701 (torque transmission mechanism: a reference example of the present invention).

  In the electromagnetic coupling 1 of the first embodiment, the electromagnetic coupling 701 is a rubber damper 703 (an elastic member that suppresses fluctuations in torque: suppression means) instead of the suppression means including the disc spring 27 and the friction plate 25. Hereinafter, differences from the electromagnetic coupling 1 will be described.

[Configuration of Electromagnetic Coupling 701]
Similar to the rubber damper 403 of the electromagnetic coupling 401, the rubber damper 703 is formed in the shape of a spline, and is disposed between the pressure plate 13 and the spline portion 59 (torque transmission path) of the inner shaft 19. Even if torque due to oil viscosity is generated in the pilot clutch 5, the operation of the ball cam 5 is suppressed by absorbing the torque applied from the inner shaft 19 to the pressure plate 13 by the bending, and the drag torque is generated in the main clutch 9. Suppress.

  Even if the rubber damper 703 is arranged in the torque transmission path as described above, the pilot torque when the pilot clutch 5 is operated by the electromagnetic coil 73 is not substantially affected.

[Effect of electromagnetic coupling 701]
The electromagnetic coupling 701 configured as described above can obtain the same effect as the electromagnetic coupling 1 except for the effect obtained by using the disc spring 27 and the friction plate 25 as the restraining means.

  In addition, this configuration in which the rubber damper 703 is arranged by using the spline portion 59 of the inner shaft 19 is advantageous in securing the arrangement space of the suppressing means, and the dimensions of the peripheral members and the like in order to arrange the suppressing means There is no need to change the shape.

[Other Embodiments Included within the Scope of the Present Invention]
The torque transmission mechanism according to the present invention is not limited to a device that interrupts torque on the propeller shaft as in each embodiment, and can be used as, for example, a differential limiting device incorporated in a differential device.

  Further, the cam mechanism is not limited to the ball cam used in each embodiment, and may be a cam in which the cam surface is in direct contact.

It is sectional drawing which shows the electromagnetic coupling of 1st Embodiment. It is sectional drawing which shows the principal part of 1st Embodiment. It is sectional drawing which shows the principal part of the electromagnetic coupling of 2nd Embodiment. It is AA sectional drawing of FIG. It is sectional drawing which shows the principal part of the electromagnetic coupling of 3rd Embodiment. It is sectional drawing which shows the principal part of the electromagnetic coupling of 4th Embodiment. It is sectional drawing which shows the principal part of the electromagnetic coupling of a reference example . It is a B arrow line view of FIG. It is sectional drawing which shows the principal part of the electromagnetic coupling of a reference example . It is CC sectional drawing of FIG. It is sectional drawing which shows the principal part of the electromagnetic coupling of a reference example . It is sectional drawing which shows the principal part of the electromagnetic coupling of a reference example . It is a graph which shows the IT characteristic which changes with the presence or absence of drag torque in a torque transmission mechanism. It is sectional drawing of a prior art example.

Explanation of symbols

1 Electromagnetic coupling (torque transmission mechanism)
3 Electromagnet (operating force source)
5 Pilot clutch (pilot mechanism)
7 Ball cam (cam mechanism)
9 Main clutch (main clutch mechanism)
11 Cam ring (first cam member)
13 Pressure plate (second cam member)
15 balls (conversion unit)
17 Rotating case (torque transmission member)
19 Inner shaft (torque transmission member)
21 Outer plate (clutch member)
23 Inner shaft (clutch member)
25 Friction plate (suppressing means)
27 Belleville spring (elastic member: suppression means)
101 Electromagnetic coupling (torque transmission mechanism)
103 Wave spring (elastic member: suppression means)
201 Electromagnetic coupling (torque transmission mechanism)
203 Rubber ring (elastic member: suppression means)
301 Electromagnetic coupling (torque transmission mechanism)
303 Suppression means (friction part) provided directly on the opposing surface of the cam ring 11 and the inner shaft 19
401 Electromagnetic coupling (torque transmission mechanism)
403 Rubber damper (elastic member that reduces torque fluctuation: suppression means)
501 Electromagnetic coupling (torque transmission mechanism)
503 Coil spring (elastic member for reducing torque fluctuation: suppression means)
601 Electromagnetic coupling (torque transmission mechanism)
603 Rubber damper (elastic member that reduces torque fluctuation: suppression means)
701 Electromagnetic coupling (torque transmission mechanism)
703 Rubber damper (elastic member for reducing torque fluctuation: suppression means)

Claims (2)

A torque transmission mechanism comprising a pilot mechanism that operates by an operating force source, a cam mechanism that operates by receiving torque through the pilot mechanism, and a main clutch mechanism that is fastened by a cam thrust force of the cam mechanism,
The main clutch mechanism consists of a pair of torque transmission members and a clutch member that connects them,
The cam mechanism has a first cam member connected to the pilot mechanism side, a second cam member connected to the torque transmission member of the main clutch mechanism, and torque applied to each of the first and second cam members. A conversion portion for converting the cam thrust force,
Providing suppression means for suppressing rotation of the first cam member due to the torque generated in the pilot mechanism,
The suppression means is disposed between the first cam member and the torque transmission member of the main clutch mechanism connected to the second cam member side, and the first cam member and the second cam are caused by frictional force. A torque transmission mechanism that is an elastic member that suppresses relative rotation with the member . A torque transmission mechanism comprising a pilot mechanism that operates by an operating force source, a cam mechanism that operates by receiving torque through the pilot mechanism, and a main clutch mechanism that is fastened by a cam thrust force of the cam mechanism,
  The main clutch mechanism consists of a pair of torque transmission members and a clutch member that connects them,
  The cam mechanism has a first cam member connected to the pilot mechanism side, a second cam member connected to the torque transmission member of the main clutch mechanism, and torque applied to each of the first and second cam members. A conversion portion for converting the cam thrust force,
  Providing suppression means for suppressing rotation of the first cam member due to the torque generated in the pilot mechanism,
  The suppression means is provided between the first cam member and the torque transmission member of the main clutch mechanism connected to the second cam member side, and the first cam member and the second cam are caused by frictional force. A torque transmission mechanism that is a friction portion that suppresses relative rotation with a member.

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