JPH0742767A - Two-way differential clutch - Google Patents
Two-way differential clutchInfo
- Publication number
- JPH0742767A JPH0742767A JP5208297A JP20829793A JPH0742767A JP H0742767 A JPH0742767 A JP H0742767A JP 5208297 A JP5208297 A JP 5208297A JP 20829793 A JP20829793 A JP 20829793A JP H0742767 A JPH0742767 A JP H0742767A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- sprag
- input gear
- sub
- teeth
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000002093 peripheral effect Effects 0.000 description 7
- 230000005540 biological transmission Effects 0.000 description 3
- 230000007935 neutral effect Effects 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 2
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/069—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by pivoting or rocking, e.g. sprags
- F16D41/07—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by pivoting or rocking, e.g. sprags between two cylindrical surfaces
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/08—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
- F16D41/084—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action the intermediate coupling members wedging by pivoting or rocking
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Retarders (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、スプラグクランプ時
の衝撃力緩和を可能とする２方向差動クラッチに関する
ものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a two-way differential clutch capable of relieving impact force during sprag clamping.
【０００２】[0002]
【従来の技術】従来、２方向差動クラッチは、図１に縦
断面図を、図２に図１のＡ−Ａ線断面図を、図３，図４
には作用説明図を、図５には要部拡大図を示すような構
造に構成されている。図１において、１は回転軸で、外
周面には種々の段差部を有している。４はアウトプット
ギヤで、回転軸１の一つの段差部にスプライン４ｂによ
り結合されている。４ａはアウトプットギヤ４の外周に
設けられた歯で、出力側のギヤ（図示せず）と噛み合
う。１７は外周円筒面で、回転軸１の外周の別の段差部
にインプットギヤ２と並列に形成されている。インプッ
トギヤ２は、内周円筒面１８を持ち、外周円筒面１７の
外周に隙間を有して外挿されている。２ｂはインプット
ギヤ２の外周に形成された歯で、エンジン側のギヤ（図
示せず）と噛み合う。2. Description of the Related Art A conventional two-way differential clutch is shown in FIG. 1 in a longitudinal sectional view, FIG. 2 in a sectional view taken along the line AA in FIG.
5 is an explanatory view of the operation, and FIG. 5 is an enlarged view of a main part. In FIG. 1, reference numeral 1 denotes a rotary shaft, which has various step portions on its outer peripheral surface. An output gear 4 is connected to one step of the rotary shaft 1 by a spline 4b. Reference numeral 4a is a tooth provided on the outer periphery of the output gear 4, and meshes with a gear (not shown) on the output side. Reference numeral 17 denotes an outer peripheral cylindrical surface, which is formed in parallel with the input gear 2 at another step portion on the outer periphery of the rotary shaft 1. The input gear 2 has an inner peripheral cylindrical surface 18, and is externally inserted with a gap on the outer peripheral cylindrical surface 17. Reference numeral 2b is a tooth formed on the outer circumference of the input gear 2 and meshes with a gear (not shown) on the engine side.
【０００３】図５の要部拡大図に見られるように、イン
プットギヤ２の内周円筒面１８と回転軸１の外周円筒面
１７間には、複数のスプラグ６が円周方向に所定間隔で
配設されている。このスプラグ６が対向する円筒面１
７，１８間に起立する中立状態において、スプラグ６の
外径側円弧面６ｂ及び内径側円弧面６ａと上記円筒面１
７，１８間にラジアルスキマが形成される。又、中立状
態からスプラグ６が円筒面１７，１８の周方向に倒れる
と、外径側円弧面６ｂ及び内径側円弧面６ａが対向する
円筒面１７，１８に係合する。上記スプラグ６の外径側
端部は、インプットギヤ２の内周円筒面１８に圧入等の
方法で固定した外側保持部材９のポケット９ａに填まり
込み、内径側端部は、外側保持部材９と回転軸１間にイ
ンプットギヤ２に対し摺動可能に挿入された内側保持部
材１０のポケット１０ａに填まり込んでいる。外側保持
部材９におけるポケット９ａの周方向で対向する側面間
の寸法は、内側保持部材１０におけるポケット１０ａの
周方向で対向する側面間の寸法より小さくなっている。
又、内側保持部材１０におけるポケット１０ａの周方向
で対向する側面の中央部には凹部１０ｂが形成され、そ
の凹部１０ｂ内に組み込んだ一対の弾性体７はスプラグ
６の内径側端部を両側から押圧し、図５に示したよう
に、スプラグ６を中立状態に保持している。ここで、弾
性体７として板バネ，コルイスプリング等を用いること
ができる。尚、図中Ｈは、鉄粉等の排出用孔である。As can be seen from the enlarged view of the main part of FIG. 5, a plurality of sprags 6 are circumferentially arranged at predetermined intervals between the inner peripheral cylindrical surface 18 of the input gear 2 and the outer peripheral cylindrical surface 17 of the rotary shaft 1. It is arranged. Cylindrical surface 1 facing this sprag 6
In a neutral state in which the sprag 6 stands upright, the outer diameter side arc surface 6b and the inner diameter side arc surface 6a of the sprag 6 and the cylindrical surface 1
A radial skimmer is formed between 7 and 18. When the sprag 6 falls from the neutral state in the circumferential direction of the cylindrical surfaces 17 and 18, the outer diameter side arc surface 6b and the inner diameter side arc surface 6a engage with the opposing cylindrical surfaces 17 and 18. The outer diameter side end portion of the sprag 6 is fitted into the pocket 9a of the outer holding member 9 fixed to the inner circumferential cylindrical surface 18 of the input gear 2 by a method such as press fitting, and the inner diameter side end portion is fitted into the outer holding member 9. It is fitted in a pocket 10a of an inner holding member 10 which is slidably inserted between the rotary shaft 1 and the input gear 2. The dimension between the side surfaces of the outer holding member 9 that face each other in the circumferential direction of the pocket 9a is smaller than the dimension of the side surfaces of the inner holding member 10 that face each other in the circumferential direction.
A recess 10b is formed in the center of the side surfaces of the inner holding member 10 that face each other in the circumferential direction of the pocket 10a, and the pair of elastic bodies 7 incorporated in the recess 10b allow the inner ends of the sprags 6 from both sides. By pressing, the sprag 6 is held in the neutral state as shown in FIG. Here, a leaf spring, a Koly spring, or the like can be used as the elastic body 7. In the figure, H is a hole for discharging iron powder or the like.
【０００４】図１に戻り、図中８はサブギヤで、インプ
ットギヤ２に並設されている。８ａはサブギヤ８の外周
に設けられた歯で、インプットギヤ２と同じくエンジン
側のギヤと噛み合う。サブギヤ８の内周側には前記内側
保持部材１０がインプットギヤ２の内周に摺動可能に挿
入されている。サブギヤ８は内側保持部材１０に取り付
けた止め輪２０と内側保持部材１０の段差部側面の間に
皿バネ１９により圧接されている。外側保持部材９の内
周側は一部が切り欠かれて切欠１１が設けられ、一方、
内側保持部材１０には切欠１１に対面する位置にストッ
パ１ａが突設されている。１２，１４は回転軸１を支持
するベアリングで、１３はインプットギヤ２を、１５は
内側保持部材１０を支持するベアリングである。Returning to FIG. 1, reference numeral 8 is a sub gear, which is arranged in parallel with the input gear 2. Reference numeral 8a is a tooth provided on the outer periphery of the sub gear 8 and meshes with a gear on the engine side, like the input gear 2. The inner holding member 10 is slidably inserted into the inner circumference of the input gear 2 on the inner circumference side of the sub gear 8. The sub gear 8 is pressed by a disc spring 19 between the retaining ring 20 attached to the inner holding member 10 and the side surface of the step portion of the inner holding member 10. The inner peripheral side of the outer holding member 9 is partially notched to provide a notch 11, while
The inner holding member 10 is provided with a stopper 1 a at a position facing the notch 11. Reference numerals 12 and 14 are bearings that support the rotary shaft 1, 13 is an input gear 2, and 15 is a bearing that supports the inner holding member 10.
【０００５】以上のように構成された２方向差動クラッ
チの作用を説明すると、前記エンジン側のギヤの回転は
これと噛み合っているインプットギヤ２とサブギヤ８に
伝達される。しかしながらインプットギヤ２の歯２ｂ
は、例えば歯数が５３であるのに対し、サブギヤ８の歯
８ａは、例えば歯数が５４と設定されており、同一駆動
軸の回転によりサブギヤ８の回転はインプットギヤ２の
回転より遅れることになる。従って、図４に見られるよ
うに、サブギヤ８に圧接されている内側保持部材１０
は、インプットギヤ２の回転に対して差速を有してスト
ッパ１ａが外側保持部材９の切欠１１の端面に当接する
まで相対回転する。そして、内側保持部材１０のポケッ
ト１０ａ内に収容されたスプラグ６は、内側保持部材１
０の回転方向に倒れる。このため、図４に示すように、
スプラグ６の内径側円弧面６ａ及び外径側円弧面６ｂが
対向する円筒面１７，１８に係合し、クラッチ作動可能
状態になる。The operation of the two-way differential clutch constructed as described above will be described. The rotation of the engine gear is transmitted to the input gear 2 and the sub gear 8 meshing with the rotation of the engine gear. However, the teeth 2b of the input gear 2
Indicates that the number of teeth is 53, while the number of teeth 8a of the sub gear 8 is set to, for example, 54, and the rotation of the same drive shaft causes the rotation of the sub gear 8 to lag behind the rotation of the input gear 2. become. Therefore, as shown in FIG. 4, the inner holding member 10 pressed against the sub gear 8 is pressed.
Has a differential speed with respect to the rotation of the input gear 2 and relatively rotates until the stopper 1a comes into contact with the end surface of the notch 11 of the outer holding member 9. The sprag 6 housed in the pocket 10a of the inner holding member 10 is the inner holding member 1
It falls in the direction of 0 rotation. Therefore, as shown in FIG.
The inner diameter side arcuate surface 6a and the outer diameter side arcuate surface 6b of the sprag 6 engage with the opposing cylindrical surfaces 17 and 18, and the clutch is operable.
【０００６】ここで、車両が高速走行状態にある時は、
アウトプットギヤ４、即ち回転軸１の回転はインプット
ギヤ２の回転より早く回転するように設定されているの
で、スプラグ６は起立する方向に摩擦力を受け空転し、
円筒面１７，１８に噛み込むことはない。これに対し、
車両が発進状態にある時はインプットギヤ２の回転がア
ウトプットギヤ４、即ち回転軸１の回転より速くなるよ
うに設定されており、前記クラッチが作動し、インプッ
トギヤ２の回転力を回転軸１に伝達するようになる。
尚、ストッパ１ａが切欠１１の壁面に当接した後、サブ
ギヤ８に対して内側保持部材１０は空転するので、サブ
ギヤ８が破損することはない。このようにサブギヤ８の
差速によるスプラグ６のクラッチ作動原理は、インプッ
トギヤ２の回転の方向には係わらないので、車両の後進
時においても、この２方向差動クラッチは有効に機能す
るように構成されている。Here, when the vehicle is running at high speed,
Since the rotation of the output gear 4, that is, the rotation shaft 1 is set to rotate faster than the rotation of the input gear 2, the sprag 6 receives a frictional force in the standing direction and spins idle.
It does not bite into the cylindrical surfaces 17 and 18. In contrast,
When the vehicle is in a starting state, the rotation of the input gear 2 is set to be faster than the rotation of the output gear 4, that is, the rotation shaft 1, the clutch is actuated, and the rotation force of the input gear 2 is changed. It will be transmitted to 1.
After the stopper 1a contacts the wall surface of the notch 11, the inner holding member 10 idles with respect to the sub gear 8, so that the sub gear 8 is not damaged. As described above, the clutch operating principle of the sprag 6 due to the differential speed of the sub gear 8 is not related to the rotation direction of the input gear 2, so that the two-way differential clutch functions effectively even when the vehicle is moving in reverse. It is configured.
【０００７】[0007]
【発明が解決しようとする課題】このような２方向差動
クラッチにおいてエンジン側のギヤすなわち駆動ギヤの
回転は、インプットギヤ２とサブギヤ８との間の差速に
よりスプラグ６が傾動してクラッチ作動位置に達してク
ランプした後に回転軸１に伝達されるので、スプラグ６
のクランプが衝撃的に行われる問題点を有していた。In such a two-way differential clutch, when the gear on the engine side, that is, the drive gear rotates, the sprag 6 tilts due to the differential speed between the input gear 2 and the sub gear 8 to operate the clutch. After reaching the position and clamping, it is transmitted to the rotating shaft 1, so the sprag 6
However, there was a problem that the clamp was shocked.
【０００８】[0008]
【課題を解決するための手段】本発明は上記従来の問題
点に鑑み案出したものであって、その要旨は、回転軸
と、該回転軸に対し相対回転可能であり、駆動ギヤによ
り回転駆動されるインプットギヤと、前記駆動ギヤによ
り同様に回転駆動され、前記インプットギヤよりも多い
歯数を有するサブギヤと、前記インプットギヤと前記回
転軸との間に介在され、前記インプットギヤと前記サブ
ギヤとの間の差速に基づいて前記インプットギヤと前記
回転軸とをクランプするスプラグとを有する２方向差動
クラッチにおいて、前記サブギヤの歯数の調整によりク
ランプ時における前記駆動ギヤ系の運動エネルギーを小
さく設定することである。SUMMARY OF THE INVENTION The present invention has been devised in view of the above-mentioned problems of the prior art, and its gist is to be rotatable relative to a rotary shaft and the rotary shaft, and to rotate by a drive gear. An input gear that is driven, a sub gear that is similarly rotationally driven by the drive gear, and has a greater number of teeth than the input gear, and that is interposed between the input gear and the rotary shaft, the input gear and the sub gear. In a two-way differential clutch having a sprag that clamps the input gear and the rotary shaft based on the differential speed between the two, the kinetic energy of the drive gear system at the time of clamping is adjusted by adjusting the number of teeth of the sub gear. It should be set small.
【０００９】[0009]
【作用】サブギヤは動力伝達に無関係なギヤであるが、
このサブギヤの歯数を大きく設定することによりクラン
プ時の駆動ギヤ系の運動エネルギーを小さくできる。[Operation] The sub gear is a gear unrelated to power transmission,
By setting the number of teeth of this sub gear to be large, the kinetic energy of the drive gear system at the time of clamping can be made small.
【００１０】[0010]
【実施例】以下、本発明の実施例を前記図１〜図５にお
いて説明する。前記従来例で述べたように、２方向差動
クラッチにおける前後進の切替えに際し、エンジン側の
ギヤすなち駆動ギヤの回転は、インプットギヤ２とサブ
ギヤ８との間の差速によりスプラグ６が傾動してクラッ
チ作動位置に達してクランプした後に回転軸１に伝達さ
れるものである。Embodiments of the present invention will be described below with reference to FIGS. As described in the above-mentioned conventional example, when switching between forward and backward movements in the two-way differential clutch, the sprag 6 is rotated by the differential speed between the input gear 2 and the sub gear 8 when the engine side gear, that is, the drive gear rotates. It is transmitted to the rotary shaft 1 after tilting to reach the clutch operating position and clamping.
【００１１】ここで、駆動ギヤの回転は図６に示すよう
に直線的に増加し、ω＝ａ・ｔの関係があるものとす
る。ここでω：駆動ギヤの回転角速度（ｒａｄ／ｓｅ
ｃ）、ａ：比例定数、ｔ：時間（ｓｅｃ）である。Here, it is assumed that the rotation of the drive gear linearly increases as shown in FIG. 6 and has a relationship of ω = a · t. Where ω is the rotational angular velocity of the drive gear (rad / se
c), a: proportional constant, t: time (sec).
【００１２】回転が立ち上がってｔ時間後にスプラグ６
がクランプしたとすると、クランプまでに要した駆動ギ
ヤの回転角θは図６の斜線部分の面積であるから、θ＝
ω・ｔ／２＝ω2 ／（２・ａ）の式で求められる。At t hours after the rotation starts, the sprag 6
Is clamped, the rotation angle θ of the drive gear required for clamping is the area of the shaded portion in FIG.
It is obtained by the formula of ω · t / 2 = ω 2 / (2 · a).
【００１３】一方、θは、駆動ギヤ、インプットギヤ２
及びサブギヤ８の歯数とスイッチ角（前後進の切替えに
要する内側保持部材１０のインプットギヤ２に対する回
転角）とにより、θ＝θｓ／（Ｚ／Ｚｉ−Ｚ／Ｚｓ）の
式で求められる。ここで、θｓ：スイッチ角（ｒａ
ｄ）、Ｚ：駆動ギヤ歯数、Ｚｉ：インプットギヤ歯数、
Ｚｓ：サブギヤ歯数である。On the other hand, θ is the drive gear and the input gear 2
And the number of teeth of the sub gear 8 and the switch angle (the angle of rotation of the inner holding member 10 with respect to the input gear 2 required for switching between forward and backward movements) are determined by the equation θ = θs / (Z / Zi−Z / Zs). Where θs: switch angle (ra
d), Z: number of drive gear teeth, Zi: number of input gear teeth,
Zs: Number of sub gear teeth.
【００１４】上記各式からクランプ時の駆動ギヤの角速
度ωは、ω＝〔２・ａ・θｓ／（Ｚ／Ｚｉ−Ｚ／Ｚ
ｓ）〕1/2 の式で求められる。From the above equations, the angular velocity ω of the drive gear during clamping is ω = [2 · a · θs / (Z / Zi-Z / Z
s)] It is calculated by the formula 1/2 .
【００１５】クランプ時の衝撃力は駆動ギヤ系の運動エ
ネルギーが変換されたものであり、この運動エネルギー
はＥ＝Ｊ・ω2 ／２＝Ｊ・ａ・θｓ／（Ｚ／Ｚｉ−Ｚ／
Ｚｓ）の式で求められる。ここで、Ｅ：駆動ギヤ系の運
動エネルギー（Kg・m ）、Ｊ：駆動ギヤ系の慣性モーメ
ント（Kg・m ・sec2）である。ここで、サブギヤ８は動
力伝達に関係のないギヤであり、歯数を自由に設定でき
る。従って、サブギヤ８の歯数を大きく設定することに
より、運動エネルギーＥを小さくしてクランプ時の衝撃
力を低減することができる。例えば、インプットギヤ２
とサブギヤ８との歯数差を、１枚差−２枚差−３枚差と
順次増加していくと、クランプまでに要した駆動ギヤの
回転角θは図７に示すようにθ１−θ２−θ３と小さく
なり、このため、クランプに要する時間ｔはｔ１−ｔ２
−ｔ３と短くなり、またクランプ時の駆動ギヤの角速度
ωもω１−ω２−ω３と小さくなる。この結果クランプ
時の衝撃力を緩和することができるのである。The impact force at the time of clamping are those kinetic energy of the drive gear system is converted, the kinetic energy E = J · ω 2/2 = J · a · θs / (Z / Zi-Z /
Zs). Here, E is the kinetic energy of the driving gear system (Kg · m 2), and J is the moment of inertia of the driving gear system (Kg · m 2 · sec 2 ). Here, the sub gear 8 is a gear not related to power transmission, and the number of teeth can be freely set. Therefore, by setting the number of teeth of the sub gear 8 to be large, it is possible to reduce the kinetic energy E and reduce the impact force during clamping. For example, input gear 2
If the difference in the number of teeth between the sub gear 8 and the sub gear 8 is sequentially increased to the difference between one sheet, the difference between two sheets, and the difference between three sheets, the rotation angle θ of the drive gear required for the clamping is θ1-θ2 as shown in FIG. Since it becomes as small as −θ3, the time t required for clamping is t1−t2.
It becomes as short as −t3, and the angular velocity ω of the drive gear at the time of clamping becomes small as ω1-ω2-ω3. As a result, the impact force at the time of clamping can be reduced.
【００１６】[0016]
【発明の効果】本発明は動力伝達に無関係なサブギヤの
歯数を大きく設定することによりクランプ時の駆動ギヤ
系の運動エネルギーを小さくするものであるから、動力
伝達に影響することなくスプラグのクランプ時の衝撃力
を緩和できる利点を有する。As described above, the present invention reduces the kinetic energy of the drive gear system during clamping by setting the number of teeth of the sub gear unrelated to power transmission to a large amount. It has the advantage that the impact force can be eased.
【図１】２方向差動クラッチの縦断面図である。FIG. 1 is a vertical sectional view of a two-way differential clutch.
【図２】図１のＡ−Ａ線断面図である。FIG. 2 is a sectional view taken along the line AA of FIG.
【図３】２方向差動クラッチの作用説明図である。FIG. 3 is an explanatory view of the action of a two-way differential clutch.
【図４】２方向差動クラッチの作用説明図である。FIG. 4 is an explanatory view of the action of the two-way differential clutch.
【図５】図２の要部拡大図である。5 is an enlarged view of a main part of FIG.
【図６】駆動ギヤの立ち上がり時間と駆動ギヤの回転角
速度との関係を示す本発明の原理説明図である。FIG. 6 is a principle explanatory diagram of the present invention showing the relationship between the rising time of the drive gear and the rotational angular velocity of the drive gear.
【図７】駆動ギヤの立ち上がり時間と駆動ギヤの回転角
速度との関係を、インプットギヤとサブギヤとの歯数差
の変化に関連して示した図６と同様な原理説明図であ
る。FIG. 7 is a principle explanatory view similar to FIG. 6 showing the relationship between the rising time of the drive gear and the rotational angular velocity of the drive gear in relation to the change in the number of teeth between the input gear and the sub gear.
１ 回転軸 ２ インプットギヤ ４ アウトプットギヤ ６ スプラグ ８ サブギヤ 1 rotating shaft 2 input gear 4 output gear 6 sprag 8 sub gear
Claims (1)
であり、駆動ギヤにより回転駆動されるインプットギヤ
と、前記駆動ギヤにより同様に回転駆動され、前記イン
プットギヤよりも多い歯数を有するサブギヤと、前記イ
ンプットギヤと前記回転軸との間に介在され、前記イン
プットギヤと前記サブギヤとの間の差速に基づいて前記
インプットギヤと前記回転軸とをクランプするスプラグ
とを有する２方向差動クラッチにおいて、前記サブギヤ
の歯数の調整によりクランプ時における前記駆動ギヤ系
の運動エネルギーを小さく設定することを特徴とする２
方向差動クラッチ。1. A rotary shaft, an input gear that is rotatable relative to the rotary shaft, and is rotationally driven by a drive gear, and a rotary gear that is similarly rotationally driven by the drive gear and has a greater number of teeth than the input gear. Two directions including a sub gear and a sprag which is interposed between the input gear and the rotary shaft and clamps the input gear and the rotary shaft based on a differential speed between the input gear and the sub gear. In the differential clutch, the kinetic energy of the drive gear system during clamping is set small by adjusting the number of teeth of the sub gear.
Directional differential clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5208297A JPH0742767A (en) | 1993-07-30 | 1993-07-30 | Two-way differential clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5208297A JPH0742767A (en) | 1993-07-30 | 1993-07-30 | Two-way differential clutch |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0742767A true JPH0742767A (en) | 1995-02-10 |
Family
ID=16553921
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5208297A Pending JPH0742767A (en) | 1993-07-30 | 1993-07-30 | Two-way differential clutch |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0742767A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR19990077478A (en) * | 1998-03-03 | 1999-10-25 | 미야카와 요시유키 | Bidirectional differential clutch |
| US7032732B2 (en) | 2003-03-20 | 2006-04-25 | Nsk-Warner K.K. | Two-way clutch |
-
1993
- 1993-07-30 JP JP5208297A patent/JPH0742767A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR19990077478A (en) * | 1998-03-03 | 1999-10-25 | 미야카와 요시유키 | Bidirectional differential clutch |
| US7032732B2 (en) | 2003-03-20 | 2006-04-25 | Nsk-Warner K.K. | Two-way clutch |
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