JP2014059034A - Drive force transmission device - Google Patents

Abstract

A driving force transmission device capable of preventing a bearing inner ring in a coupling case from rotating relative to a front housing is provided.
A bearing provided on an inner peripheral surface of a coupling case 2 supports an outer peripheral surface of a front housing. A C-type retaining ring 33 formed with an opening 34 in which a part of the annular shape is cut is fixed to a groove 35 provided on the outer peripheral surface of the front housing 3, and is locked to an end surface of the bearing inner ring 5a. The bearing 5 is positioned in the axial direction. A concave portion 36 formed by the end face of the bearing inner ring 5a and the opening 34 of the C-type retaining ring 33 is filled with an adhesive 37, and the bearing 5 and the front housing 3 are fixed to each other.
[Selection] Figure 2

Description

  The present invention relates to a driving force transmission device.

  2. Description of the Related Art Conventionally, a cylindrical first (outer) rotating member that rotates by input of a driving force and an axial second (inner) rotating member that is coaxially disposed rotatably in the first rotating member are provided. There is a driving force transmission device (coupling) that allows the first rotating member and the second rotating member to be connected so that torque can be transmitted by a clutch mechanism provided between the first rotating member and the second rotating member. Such a driving force transmission device is provided, for example, in a driving force transmission path to the rear wheel, which is an auxiliary driving wheel in a four-wheel drive vehicle, and controls torque transmitted to the auxiliary driving wheel (see, for example, Patent Document 1). ).

  In such a driving force transmission device, a front housing as a first rotating member is rotatably supported in a coupling case by a bearing. However, in the driving force transmission device in which the front housing is formed of an aluminum member, in order to avoid the creep deformation between the aluminum and the iron of the bearing, it is not possible to make a large tightening margin of the fitting portion, and depending on the temperature, it is loose. May be a mating. In order to prevent relative rotation between the bearing and the front housing at that time, for example, by providing a spring between the driving force transmission device and the rear differential, the bearing is pressurized with the spring, and the bearing is relatively rotated by the pressing force. It is comprised so that suppression is possible.

Japanese Patent Laid-Open No. 10-329562

  However, when the fitting portion between the bearing and the front housing is loosely fitted, a front snap ring (retaining ring) is provided in the groove on the outer peripheral surface of the front housing, and the bearing inner ring is engaged on the rear side in the axial direction. Even when it is stopped, for example, the load on the input side during high-speed rotation or vibration exceeds the pressing force due to the spring pressure, causing relative rotation between the bearing in the coupling case and the front housing. There is a case. As a result, the aluminum front housing may be worn out, and the wear powder may cause vibration and deterioration of the surrounding sliding parts and the like, thereby adversely affecting the performance and lowering the durability.

  The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a driving force transmission device capable of preventing the bearing inner ring in the coupling case from rotating relative to the front housing. There is to do.

  In order to solve the above-mentioned problem, a driving force transmission device according to claim 1 is provided with a bottomed cylindrical front housing rotatably accommodated in a coupling case, and coaxially disposed on the front housing so as to be rotatable. An axial inner shaft, a main clutch for transmitting torque between the front housing and the inner shaft, a pilot clutch juxtaposed in the axial direction of the main clutch, and the main clutch and the pilot clutch. A cam mechanism for pressing the main clutch by relative rotation between the front housing and the inner shaft, which is provided between the front housing and the inner shaft, and is provided on an inner peripheral surface of the coupling case. A bearing that supports the outer peripheral surface of the housing, and an outside of the front housing An annular C-shaped retaining ring that is fixed to a groove formed on the surface and has an opening, and that locks the inner ring of the bearing in the axial direction, the end surface of the bearing inner ring and the C-type The gist is that the recess formed by the opening of the retaining ring is filled with an adhesive and fixed to each other.

  According to the above configuration, the end portion of the bearing inner ring supported on the outer peripheral surface of the front housing and the opening of the C-type retaining ring fixed to the groove formed on the outer peripheral surface of the front housing and positioning the bearing inner ring in the axial direction. Since the concave portions formed by and are filled with an adhesive and bonded to each other, the bearing inner ring can be prevented from rotating relative to the front housing with a small number of processing steps. As a result, creep deformation of the fitting portion between the bearing and the front housing can be prevented, heat generation due to wear and generation of wear powder can be suppressed, and durability of the sliding component can be improved.

  ADVANTAGE OF THE INVENTION According to this invention, the driving force transmission device which can prevent that the bearing inner ring | wheel in a coupling case rotates relatively with respect to a front housing can be provided.

1 is a longitudinal sectional view showing a schematic configuration of a driving force transmission device according to an embodiment of the present invention. The front view of the bearing part in the coupling case which looked at FIG. 1 from the arrow X direction. Side surface sectional drawing of the bearing part in a coupling case.

Next, a driving force transmission device mounted on a vehicle according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a longitudinal sectional view showing a schematic configuration of a driving force transmission device 1 according to an embodiment of the present invention. A driving force transmission device (for example, an electronically controlled coupling) 1 is disposed between a propeller shaft (not shown) and a rear differential (not shown), and generates torque when a rotational difference occurs between the front and rear wheels. And the driving force is transmitted to drive the rear wheels. As shown in FIG. 1, the driving force transmission device 1 has a bottomed cylindrical front housing (input case) 3 that is rotatably accommodated in a coupling case 2, and is rotatable within the cylinder of the front housing 3. And an axial inner shaft (output shaft) 4 arranged coaxially. The front housing 3 is formed of an aluminum member, and the inner shaft 4 is formed of a magnetic material (for example, iron).

  The front housing 3 as an outer rotating member is rotatably supported by a ball bearing 5 with its bottom portion 3 a exposed to the outside of the coupling case 2. The inner ring 5 a of the ball bearing 5 is locked and positioned in the axial direction by a C-type retaining ring (front snap ring) 33 fixed to a groove 35 formed on the outer peripheral surface of the front housing 3. An annular rear housing 6 is fitted into the opening end 3 b of the front housing 3. Further, the inner shaft 4 as an inner rotating member is rotatably supported by a needle bearing 7 provided on the inner periphery of the rear housing 6 and a ball bearing 8 provided in a cylinder of the front housing 3. The inside of the cylinder of the front housing 3 is fitted by a fitting portion between the front housing 3 and the rear housing 6 and seal members 9 and 10 provided between the inner periphery of the rear housing 6 and the outer periphery of the inner shaft 4. Sealed and lubricating oil is contained in the cylinder.

  The bottom 3 a of the front housing 3 is connected to a flange portion (not shown) provided on a propeller shaft (not shown) by a bolt 11. Thereby, the front housing 3 rotates by the input of the driving force which the engine (not shown) which is a drive source generate | occur | produces. Further, a connecting portion (spline fitting portion) 12 with a rear differential (not shown) is formed on the inner periphery of the shaft end (right side in the drawing) of the inner shaft 4 supported by the needle bearing 7. Has been. That is, when the vehicle is mounted on the driving force transmission device 1, the front housing 3 is connected to the front wheel side which is the main driving wheel, and the inner shaft 4 is connected to the rear wheel side which is the auxiliary driving wheel.

  Further, a main clutch 13 capable of connecting the front housing 3 and the inner shaft 4 so as to be able to transmit torque is provided in the cylinder of the front housing 3, and a pilot clutch is provided in the axial direction of the main clutch 13 and on the rear housing 6 side. 14 are juxtaposed. A cam mechanism 15 is provided between the main clutch 13 and the pilot clutch 14.

  The main clutch 13 that transmits torque by frictional engagement includes a plurality of wet plates including a plurality of clutch plates that are configured by alternately arranging outer clutch plates 16 and inner clutch plates 17 that are movable in the axial direction. A plate-type friction clutch is used. Specifically, each outer clutch plate 16 is spline-fitted to the inner periphery of the front housing 3 and each inner clutch plate 17 is spline-fitted to the outer periphery of the inner shaft 4, so that each outer clutch plate 16 can move in the axial direction and has a corresponding front. The housing 3 or the inner shaft 4 is provided so as to be integrally rotatable. The main clutch 13 connects the front housing 3 and the inner shaft 4 so that torque can be transmitted by the outer clutch plates 16 and the inner clutch plates 17 being pressed in the axial direction and frictionally engaged with each other. It has become.

  Next, the cam mechanism 15 is spline-fitted to the outer periphery of the inner shaft 4 so that the cam mechanism 15 can rotate integrally with the inner shaft 4 and can move in the axial direction, and the inner shaft 4 can rotate. And a cam follower 20 interposed between the pilot cam 19 and the main cam 18. Both the main cam 18 and the pilot cam 19 are formed in an annular shape. The main cam 18 is disposed on the main clutch 13 side, and the pilot cam 19 is disposed on the rear housing 6 side. The main cam 18 is spline-fitted to the pilot clutch 14 side of the spline groove of the inner shaft 4 to which the inner clutch plate 17 is fitted. The pilot cam 19 is in contact with a needle bearing 21 provided between the pilot cam 19 and the rear cam 6, and is supported so as to be relatively rotatable with a predetermined distance from the rear housing 6.

  A plurality of U-shaped grooves inclined with respect to the circumferential direction are formed on the opposing surfaces of the main cam 18 and the pilot cam 19 so as to oppose each other, and the cam follower 20 is disposed in each of the opposing U-shaped grooves. In this state, it is held between the main cam 18 and the pilot cam 19. The cam mechanism 15 causes the main cam 18 and the pilot cam 19 to rotate relative to each other so that the main cam 18 and the pilot cam 19 are separated from each other, that is, the main cam 18 moves in the axial direction toward the main clutch 13. ing.

  Similarly to the main clutch 13, the electromagnetic pilot clutch 14 that is frictionally engaged by being energized is provided with a plurality of clutch plates that are movable in the axial direction, that is, an outer clutch plate 23 and an inner clutch plate. A multi-plate friction clutch constructed by alternately arranging 24 is employed. Specifically, each outer clutch plate 23 is splined to the inner periphery of the front housing 3 and the inner clutch plate 24 is splined to the outer periphery of the pilot cam 19 so that each outer clutch plate 23 can move in the axial direction and has a corresponding front. The housing 3 or the pilot cam 19 is provided so as to be rotatable together.

  The pilot clutch 14 is configured to connect the front housing 3 and the pilot cam 19 so that torque can be transmitted by the outer clutch plates 23 and the inner clutch plates 24 being axially pressed and frictionally engaged with each other. It has become. The outer clutch plate 23 includes an outer peripheral side sliding portion and an inner peripheral side sliding portion (not shown), and both the sliding portions are connected by a plurality of bridge portions (not shown). An arcuate space is formed between the adjacent bridge portions, thereby preventing the magnetic flux from being short-circuited between the outer peripheral side sliding portion and the inner peripheral side sliding portion. Similarly, the inner clutch plate 24 includes an outer peripheral side sliding portion and an inner peripheral side sliding portion (not shown), and both the sliding portions are connected by a plurality of bridge portions (not shown).

  Therefore, the pilot cam 19 having the cam follower 20 sandwiched between the main cam 18 and the main cam 18, that is, the inner shaft 4, rotates integrally with the main cam 18, that is, the inner shaft 4 when the pilot clutch 14 is not operated. 19, a rotational difference corresponding to the rotational difference between the front housing 3 and the inner shaft 4 is generated. The pilot clutch 14 is operated to connect the front housing 3 and the pilot cam 19 so that torque can be transmitted, so that the torque based on the rotational difference between the front housing 3 and the inner shaft 4 (pilot cam 19) is cammed. It is transmitted to the mechanism 15.

  That is, in the driving force transmission device 1, the torque based on the rotational difference between the front housing 3 and the inner shaft 4 is transmitted to the cam mechanism 15 by the operation of the pilot clutch 14, and the cam mechanism 15 is connected to the main cam 18 generated by the torque. Based on the rotational difference from the pilot cam 19, the main cam 18 is moved in the axial direction toward the main clutch 13. That is, the cam mechanism 15 converts the torque based on the rotational difference between the front housing 3 and the inner shaft 4 transmitted via the pilot clutch 14 into an axial thrust (pressing force) and amplifies it. When the main cam 18 presses the main clutch 13, the main clutch 13 is operated, that is, the front housing 3 and the inner shaft 4 are connected so as to transmit torque.

  Here, the pilot clutch 14 is configured as an electromagnetic clutch using the electromagnetic coil 25 as a drive source. That is, the rear housing 6 as a magnetic path forming member includes an annular outer peripheral cylindrical portion 26, an annular inner peripheral cylindrical portion 27 provided in the outer peripheral cylindrical portion 26, an outer peripheral cylindrical portion 26 and an inner peripheral cylindrical portion 27. And an annular magnetic path blocking portion 28 provided between the two. The outer peripheral cylindrical portion 26 as the outer peripheral member and the inner peripheral cylindrical portion 27 as the inner peripheral member are formed of a magnetic material (for example, iron), and the magnetic path blocking portion 28 as the magnetic path blocking member is: It is made of a nonmagnetic material (for example, stainless steel).

  The rear housing 6 is formed with an annular groove 29 that opens to the outside of the cylinder of the front housing 3 (on the side opposite to the front housing 3, the right side in the figure), and the electromagnetic coil 25 is surrounded by the yoke 30 to form the annular groove. 29. The yoke 30 is supported by a ball bearing 31 provided on the inner peripheral cylinder portion 27 so as to be rotatable relative to the rear housing 6 and the front housing 3. An air gap (not shown) is provided between the yoke 30 and the outer peripheral cylinder portion 26. In addition, an air gap (not shown) is formed between the yoke 30 and the inner peripheral cylinder portion 27.

  An annular armature 32 is slid in the cylinder of the front housing 3 in the axial direction at a position where the outer clutch plate 23 and the inner clutch plate 24 are sandwiched between the armature 32 and the rear housing 6. The spline is movably fitted.

  In the pilot clutch 14, the magnetic flux generated by energization of the electromagnetic coil 25 is prevented from being short-circuited in the rear housing 6 by the magnetic path interrupting portion 28, and the yoke 30 and the outer peripheral cylindrical portion 26 of the rear housing 6 are prevented. The outer side sliding part of the outer clutch plate 23 and the inner clutch plate 24, the armature 32, the inner side sliding part of the outer clutch plate 23 and the inner clutch plate 24, the inner peripheral cylindrical part 27 and the yoke 30 of the rear housing 6 A passing magnetic circuit is formed. Due to this magnetic induction action, the armature 32 is attracted to the electromagnetic coil 25 side and moved so as to sandwich the outer clutch plates 23 and the inner clutch plates 24 between the rear housing 6 and the outer clutch plates 23 and the inner clutches. The clutch plate 24 is frictionally engaged.

  As described above, the driving force transmission device 1 can control the operation of the pilot clutch 14 through power supply to the electromagnetic coil 25. The operation of the main clutch 13, that is, the torque that can be transmitted between the front housing 3 and the inner shaft 4 can be freely controlled through the operation of the pilot clutch 14.

Next, a method of fixing the front housing 3 and the ball bearing (hereinafter referred to as a bearing) 5 will be described.
2 is a front view of the bearing 5 portion in the coupling case 2 when FIG. 1 is viewed from the arrow X direction, and FIG. 3 is a side sectional view. As shown in FIGS. 2 and 3, the bearing 5 provided on the inner peripheral surface of the coupling case 2 supports the outer peripheral surface of the front housing 3. A stainless steel C-type retaining ring (front snap ring) 33 in which an annular part (one place) is cut out and an opening 34 is formed is fixed to a groove 35 provided on the outer peripheral surface of the front housing 3. The bearing 5 is locked to the end surface (the left side in FIG. 3) of the bearing inner ring 5a to position the bearing 5 in the axial direction. A concave portion 36 formed by the end face of the bearing inner ring 5a and the opening 34 of the C-type retaining ring 33 is filled with an adhesive 37, and the bearing 5 and the front housing 3 are fixed to each other.

  Next, the operation and effect of the driving force transmission device 1 according to the present embodiment configured as described above will be described.

  According to the above configuration, in the driving force transmission device 1, the bottomed cylindrical front housing 3 that is rotatably accommodated in the coupling case 2 is exposed to the outside of the coupling case 2. Thus, it is rotatably supported by a bearing (ball bearing) 5. A C-shaped retaining ring 33 in which a part of the annular shape is cut out and an opening 34 is formed is fixed to a groove 35 provided on the outer peripheral surface of the front housing 3, and is locked to an end surface of the bearing inner ring 5a. The bearing 5 is positioned in the axial direction. A concave portion 36 formed by the end face of the bearing inner ring 5a and the opening 34 of the C-type retaining ring 33 is filled with an adhesive 37, and the bearing 5 and the front housing 3 are fixed to each other.

  As a result, even if the bearing 5 and the front housing 3 are loosely fitted, it is possible to prevent rotation by filling the adhesive 37 and the bearing 5 rotates relative to the front housing 3. Can be prevented. As a result, generation of wear powder due to creep deformation between the iron of the bearing 5 and the aluminum member of the front housing 3 and abnormal heat generation due to wear are suppressed, and wear powder on peripheral sliding parts (for example, bearings, seal members, etc.) By preventing the intrusion, the durability of the sliding component can be improved without causing vibration or deterioration. Further, without adding or changing the parts, the anti-rotation function can be secured without adversely affecting the mounting accuracy of the bearing by coupling with the adhesive 37 with a small number of processing steps.

  As described above, according to one embodiment of the present invention, it is possible to provide a driving force transmission device capable of preventing the bearing inner ring in the coupling case from rotating relative to the front housing.

  Although one embodiment according to the present invention has been described above, the present invention can also be implemented in other forms.

  In the above embodiment, the concave portion 35 formed by the end surface of the bearing inner ring 5a and the opening portion 34 of the C-type retaining ring 33 is filled with the adhesive 37 and bonded, but not limited thereto, the end surface of the bearing inner ring 5a Alternatively, the adhesive 37 may be filled and fixed all around or between the annular portion of the C-type retaining ring 33.

  Further, in the above embodiment, the driving force transmission device 1 is provided in the driving force transmission path to the auxiliary driving wheel (rear wheel) side in the four-wheel drive vehicle, and the torque transmitted to the auxiliary driving wheel is controlled. However, the present invention is not limited to this, and may be used for a differential device having a function as a left / right distribution device.

  Furthermore, in the said embodiment, although the electromagnetic clutch was applied to the drive force transmission device 1 provided with the main clutch 13 and the cam mechanism 15 which amplify the torque transmitted by the electromagnetic clutch (pilot clutch 14), it is not limited to this. You may apply to the electromagnetic clutch only or the other apparatus which has an electromagnetic clutch.

1: driving force transmission device, 2: coupling case, 3: front housing, 3a: bottom
3b: Open end, 4: Inner shaft, 5, 7, 8, 21, 31: Bearing, 5a: Bearing inner ring,
6: rear housing, 9, 10: seal member, 11: bolt, 12: connecting part,
13: Main clutch, 14: Pilot clutch, 15: Cam mechanism,
16, 23: Outer clutch plate, 17, 24: Inner clutch plate,
18: main cam, 19: pilot cam, 20: cam follower, 25: electromagnetic coil,
26: outer cylinder part, 27: inner cylinder part, 28: magnetic path blocking part, 29: annular groove, 30: yoke,
32: Armature, 33: C-type retaining ring, 34: Opening part, 35: Groove, 36: Recessed part,
37: Adhesive

Claims (1)

A bottomed tubular front housing rotatably accommodated in a coupling case;
An axial inner shaft rotatably and coaxially disposed on the front housing;
A main clutch for transmitting torque between the front housing and the inner shaft;
A pilot clutch juxtaposed in the axial direction of the main clutch;
A cam mechanism that is provided between the main clutch and the pilot clutch and that presses the main clutch by relative rotation between the front housing and the inner shaft that is transmitted via the pilot clutch;
A bearing provided on an inner peripheral surface of the coupling case and supporting an outer peripheral surface of the front housing;
An annular C-shaped retaining ring that is fixed to a groove formed on the outer peripheral surface of the front housing, has an opening, and locks the inner ring of the bearing in the axial direction;
A driving force transmission device characterized in that a concave portion formed by an end face of the bearing inner ring and the opening of the C-type retaining ring is filled with an adhesive and fixed to each other.

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