JP2002357232A - Coupling and starting clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To sufficiently lubricate and cool a main clutch arranged in the outside of a pilot clutch in a radial direction. SOLUTION: A coupling is comprised of the main clutch 13 stopping and connecting torque between torque transmitting members 11 and 9 of an input side and output side respectively, the pilot clutch 15 arranged in the inside of the main clutch 13 and intermittently operated by an operating means 19, and a cam mechanism 17 operating by receiving transmitting torque from the clutch 15 and connecting the clutch 13 by moving a moving member 75. Oil passages 23 and 27 having openings to an axial position of the clutch 15 is arranged, and oil is directly supplied to the clutch 13.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a coupling and a starting clutch used for a power transmission system of a vehicle.

[0002]

2. Description of the Related Art The applicant has disclosed a starting clutch 1001 as shown in FIG. 11 (patent application number: Japanese Patent Application No. 2000-19683).
9) is proposed.

The starting clutch 1001 is connected to an input shaft 10
03 and the output shaft 1005, the input shaft 1003 is connected to the crankshaft side, and the output shaft 10
05 is connected to an automatic transmission (AT).

The driving force of the engine input to the input shaft 1003 is transmitted via a damper 1007 to the clutch housing 100.
9 is transmitted.

When the electromagnet 1011 is excited, the armature 10
13, the pilot clutch 1015 is engaged, the ball cam 1017 is actuated by receiving a driving force, and the cam thrust force causes the clutch housing 1009 to operate.
Moves, the main clutch 1019 is engaged, and the driving force is transmitted from the output shaft 1005 to the automatic transmission.

When the excitation of the electromagnet 1011 is stopped, the pilot clutch 1015 is released, the cam thrust force of the ball cam 1017 disappears, the main clutch 1019 is released, and the automatic transmission is disconnected from the engine.

[0007] As shown in FIG.
Is disposed radially outside the pilot clutch 1015, and the pilot clutch 1015 is
Of the starting clutch 1001
In the axial direction.

Further, the oil pump is operated by the starting clutch 100.
The oil pump is rotatably driven by a driving force of an engine via a clutch housing 1009 and the like.

The output shaft 1005 has an axial oil flow path 1021 and a radial oil flow path 1023 communicating with each other.
1023 is provided, the oil of the oil pump is sent to an oil flow path 1021 via a control valve, is discharged from the oil flow paths 1023, 1023, and is disposed on the back surface of the ball cam 1017.
5 through a pilot clutch 1015 to the main clutch 1019 to lubricate and cool the bearing 1025 and the clutches 1015 and 1019.

When the starting clutch 1001 is engaged, the clutches 1019 and 1015, the ball cam 101
7. Since a sufficient amount of oil is required for the bearing 1025 and the like, the control valve is adjusted by the controller to increase the oil supply amount.

When the start clutch 1001 is disconnected, excess oil is reduced or the oil is cut to prevent drag torque due to the viscosity of the oil.

[0012]

The main clutch 1019, which generates a large load and generates heat, needs to supply a sufficient amount of low-temperature, clean oil immediately after connection.

However, as described above, oil is sent to the outermost main clutch 1019 through the thrust bearing 1025 and the pilot clutch 1015, and the control valve is opened. The time from when the oil reaches the main clutch 1019 becomes longer by the time passing through them, and the oil amount decreases due to the flow path resistance in the middle.

In order to prevent such an oil arrival delay, a complicated and expensive control system in which a control valve is opened in the lubrication system by a controller by an oil arrival delay time prior to the excitation of the electromagnet 1011 by an oil. is necessary.

In the conventional structure, the main clutch 10
19 is supplied to the pilot clutch 101.
It is also conceivable that the temperature slightly increased due to passing through No. 5 and the like.

Accordingly, an object of the present invention is to provide a coupling and a starting clutch in which a main clutch disposed radially outside a pilot clutch is sufficiently lubricated and cooled.

[0017]

According to a first aspect of the present invention, there is provided a coupling comprising: an input side and an output side;
A main clutch for intermittently intermitting torque between these two torque transmitting members, a pilot clutch disposed inside the main latch for intermittent operation by operating means, and a cam for converting transmission torque input via the pilot clutch into pressing force. A first member for supplying oil directly to the main clutch side without going through the pilot clutch by opening the pilot clutch in the axial direction by providing a mechanism and a moving member for transmitting the pressing force to the main clutch for connection.
Is provided.

According to the first aspect of the present invention, the oil flow path is opened at an axial position of the pilot clutch, so that oil is directly supplied from the oil flow path to the main clutch side without going through the pilot clutch. Can be.

As described above, the oil supplied to the main clutch does not pass through the pilot clutch or the bearing, so that the oil arrival time is delayed, the oil amount is reduced,
Oil heating can be prevented.

Therefore, as soon as the main clutch is connected, clean oil of an appropriate temperature and sufficient oil is sufficiently supplied and lubricated and cooled, so that a large torque transmission capacity can be obtained and high durability can be obtained. Sex can be maintained.

According to a second aspect of the present invention, there is provided the coupling according to the first aspect, wherein an oil flow path that opens at an axial position of the pilot clutch is provided, and the degree of opening of the oil flow path is increased by movement of the moving member. The opening degree of this valve increases while the main clutch is connected, and decreases while the main clutch is disconnected. The same operation and effect as those in the configuration of Item 1 can be obtained.

When the main clutch is connected, the opening of the valve is increased, and a large amount of oil is supplied to sufficiently lubricate and cool the main clutch.

When the connection of the main clutch is released, the opening degree of the valve is reduced, and excess oil is cut, so that drag torque (dragging torque due to oil viscosity) can be prevented.

Further, since the valve uses a moving member (for example, one side member of a cam mechanism) to open and close the oil flow path by the movement, the structure is simple and inexpensive.

Further, unlike the conventional example, a complicated and expensive control system for opening the control valve to the lubrication system prior to the connection of the main clutch is not required, which is advantageous in cost.

According to a third aspect of the present invention, there is provided the coupling according to the first or second aspect, further comprising a control valve for adjusting an amount of oil supplied from the oil passage to the main clutch. The present invention is characterized in that the supply amount of oil is adjusted according to the load, and the same operation and effect as the configuration of claim 1 or 2 can be obtained.

Further, since the amount of oil supplied to the main clutch can be precisely adjusted by the control valve, the lubrication and cooling effects when the connection is established and the drag torque prevention effect when the connection is released are achieved. It can be further improved.

Also, due to the effect of the present invention in which oil is directly supplied to the main clutch, this control valve has a complicated and expensive control system in which the control valve is opened prior to the connection of the main clutch as in the prior art. Is unnecessary.

In the case where the configuration of claim 2 is not adopted,
According to the control valve of the third aspect, the oil supply amount can be precisely controlled according to the load fluctuation of the main clutch.

According to a fourth aspect of the present invention, there is provided a coupling comprising: a torque transmitting member on an input side and an output side; a main clutch for interrupting torque between the two torque transmitting members; An outer plate connected to one of the torque transmission members, the pilot clutch being operated, including a cam mechanism that operates by transmission torque received via the pilot clutch and presses the main clutch, and the main clutch is connected to one of the torque transmission members;
The outer plate and the inner plate are alternately arranged in the axial direction, and are formed of an inner plate connected to the other of the torque transmitting members. In addition to the above, an inclined portion for guiding the supplied oil toward the adjacent inner plate is provided at an end of the outer plate.

According to a fourth aspect of the present invention, the outer plate has an inclined portion for guiding the oil supplied from the oil flow path to the adjacent inner plate by a wedge effect. A sufficient amount of oil is effectively supplied in between, and the lubricity, cooling performance, durability, etc. of each plate are greatly improved.

Therefore, for example, even when the transmission torque is adjusted by sliding the outer plate and the inner plate while the main clutch is engaged, seizure of each plate is prevented.

Further, the outer plate and the inner plate are easily separated from each other by the pressure of the oil supplied from the oil flow passage, so that the response when the main clutch is disengaged is improved, and the coupling is connected and the connection is established. Hysteresis at the time of release is reduced.

Further, even if the main clutch is inadvertently connected due to, for example, the pressure of lubricating oil or other causes, such connection is prevented by the oil pressure from the oil passage, and the drag torque (friction torque) is reduced. ) Is prevented.

Further, the oil supplied to the main clutch from the oil passage provided in the torque transmitting member can be prevented from passing through the pilot clutch, the bearing and the like as in the first aspect. A delay in oil arrival time, a decrease in oil amount, oil heating, etc. are prevented, clean oil of an appropriate temperature is supplied to the main clutch, lubricated and cooled, and a large torque transmission capacity can be obtained. High durability can be maintained.

Also, since the oil passage is provided in the inner plate side torque transmitting member, oil is supplied from the oil passage by centrifugal force without using an oil pump, and the main clutch is lubricated and cooled. Therefore, the configuration is simple and can be implemented at low cost.

The oil pressurized by the oil pump is
You may comprise so that it may accelerate further by a centrifugal force.

If the inner diameter of the inner plate on the oil flow path side is smaller than the inner diameter of the outer plate, the oil from the oil flow path is prevented from escaping from between the inner plate and the torque transmitting member, and between the plates. The function of supplying oil and its effect are kept high.

According to a fifth aspect of the present invention, there is provided the coupling according to the fourth aspect, wherein the outer plate side torque transmitting member surrounds the inner plate side torque transmitting member from the axial side surface and the radially inner side. And an oil pressure cutoff portion that cuts off oil pressure to the oil passage from the axial side surface of the main clutch is provided between the extension portion and the inner plate-side torque transmission member. Thus, the same operation and effect as those of the fourth aspect can be obtained.

In this configuration, since the oil pressure cut-off portion is provided between the extension provided on the outer plate-side torque transmitting member and the inner plate-side torque transmitting member, the oil is supplied to the oil flow path. Of the main clutch is prevented from wrapping around the axial side surface of the main clutch.

Accordingly, the main clutch is prevented from being connected by the oil pressure. For example, when this coupling is used for a starting clutch of a vehicle as in the configuration of claim 6, the main clutch is not operated when idling. Of the engine due to the drag torque (friction torque).

Further, since the oil pressure is prevented from escaping to the axial side surface of the main clutch, and the oil pressure is prevented from being lost, the oil supply function between each outer plate and the inner plate according to the fourth aspect is provided. And its effect is kept high.

The oil pressure cutoff portion is provided, for example, between an extension of the outer plate side torque transmitting member and the inner plate side torque transmitting member, and is a convex portion for appropriately narrowing a gap (clearance) therebetween. Yes, this projection may be provided on any of the extension of the outer plate side torque transmission member and the inner plate side torque transmission member,
Or you may provide in both.

The projection may be formed integrally with the extension of the outer plate-side torque transmission member or the inner plate-side torque transmission member, or may be formed separately as a piston ring. .

Further, the convex portions may be provided on both the extended portion of the outer plate side torque transmitting member and the inner plate side torque transmitting member. Further, both convex portions may be provided alternately to form a labyrinth seal. Good.

According to a sixth aspect of the present invention, there is provided a starting clutch.
The input torque transmitting member of the coupling according to any one of the above, is connected to the engine side, and the output torque transmitting member is connected to the transmission side.

In this configuration, the coupling of the first to fifth aspects is used as a starting clutch. As described above, since the main clutch is sufficiently lubricated and cooled (particularly in the connected state), a large torque The transmission capacity can be obtained, and the durability can be kept high.

Further, since the drag torque can be prevented, it is possible to prevent the creep phenomenon when the vehicle is stopped at a traffic light or the like.

Further, due to the effect of preventing the drag torque, the speed change mechanism is completely disconnected from the engine during the speed change, thereby enabling a smooth speed change.

Further, since the capacity required for the synchro mechanism of the transmission mechanism is reduced, the transmission mechanism can be made smaller and lighter, and the vehicle mountability can be improved.

[0051]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment A starting clutch 1 (first embodiment of the present invention) will be described with reference to FIGS. The starting clutch 1 has the features of claims 1, 2, and 4. The left and right directions are the left and right directions in each figure, and members and the like without reference numerals are not shown.

The starting clutch 1 is used for a power transmission device 3 of a vehicle. FIG. 1 shows the starting clutch 1 and the power transmission device 3. An engine is arranged on the right side of the starting clutch 1 and an automatic transmission (AT) is on the left side.
Is arranged.

The power transmission device 3 includes an input shaft 5 connected to the crankshaft of the engine, a damper 7, a starting clutch 1, a connection shaft 9 (output side torque transmission member) connected to the automatic transmission, and the like. Have been.

As shown in FIG. 1, the starting clutch 1 includes a clutch housing 11 (torque transmitting member on the input side), a multi-plate main clutch 13 and a pilot clutch 15, a ball cam 17 (cam mechanism), and an electromagnet 19 (operating means). ,
The main clutch 13 includes a pressing system 21, an oil flow path 23, a valve 25, an oil flow path 27, a controller, and the like.

The ball cam 17, the pilot clutch 15 and the main clutch 13 are arranged in this order from inside to outside in the radial direction.

A flange member 26 is connected to the input shaft 5 by the bolt 2.
9, a ring 33 is connected to the flange member 26 via a spring 31, and the damper 7 is formed.

The ring 33 is connected to the clutch housing 11 of the starting clutch 1 by a spline 35 so as to be movable in the axial direction. The damper 7 absorbs fluctuations in engine speed and vibrations by the damper function of the spring 31,
These rotation speed fluctuations and vibrations are cut off from the starting clutch 1.

The casing 36 for accommodating the power transmission device 3
A partition 39 is formed by a partition wall member 37 in FIG.
The compartment 39 is filled with oil, and the starting clutch 1 is housed in the compartment 39 and the lower part is immersed in oil. Also, the partition member 37 and the clutch housing 11
A seal 41 is disposed between the two to prevent the oil in the compartment 39 from being mixed with the oil in the damper 7.

A support member 43 is provided on the clutch housing 11.
The support member 43 is engaged with a support hole 45 formed in the input shaft 5 to support the clutch housing 11.

The main clutch 13 is composed of three outer plates 47, one outer plate 49 and four inner plates 51.
And the clutch hub 53. The outer plates 47 and 49 are axially movably connected to spline portions 55 formed on the inner periphery of the clutch housing 11, and the inner plate 51 is axially movable on spline portions 57 formed on the outer periphery of the clutch hub 53. It is connected to.

The outer plate 49 disposed on the right side of the outer plate 47 is
It is positioned in the axial direction by a snap ring 59 mounted on the first clutch 1 and also serves as a pressing member of the main clutch 13 as described below.

The pressure receiving portion 61 of the main clutch 13 is formed on the left end side of the clutch hub 53. The clutch hub 53 is connected to the connection shaft 9 by a spline portion 63,
The movement to the right is stopped by the snap ring 65 attached to the connecting shaft 9. Also, the clutch hub 5
3 is a ball bearing 67 for supporting member 43 described above.
It is supported rotatably.

The clutch housing 11 is provided with an extension 69 which surrounds the main clutch 13 and the clutch hub 53 from the axial side surface and the radial inner side.

The pilot clutch 15 includes a plurality of outer plates 71 and inner plates 73, and is disposed between the extension 69 of the clutch housing 11 and the cam ring 75 (moving member) of the ball cam 17.
The outer plate 71 is axially movably connected to a spline 77 formed on the inner periphery of the extension 69, and the inner plate 73 is axially movably connected to a spline 79 formed on the outer periphery of the cam ring 75. I have.

An armature 81 is arranged on the right side of the pilot clutch 15. Armature 81 is extension 6
9 is connected to the spline portion 77 movably in the axial direction, and is positioned by a snap ring 83 attached to the extension portion 69.

A rotor 85 is disposed on the left side of the pilot clutch 15. The outer circumference of the rotor 85 is connected to the spline portion 87 of the extension 69,
, And is moved to the left integrally with the clutch housing 11. The inner periphery of the rotor 85 is supported on a hollow hub 93 by a needle bearing 91.

The connecting shaft 9 passes through the hub 93,
The hub 93 is supported via a slide bearing 95.

A trochoidal oil pump 97 is disposed between the starting clutch 1 and the automatic transmission. The rotor 85 meshes with the internal gear 99 so as to be relatively movable in the axial direction. The pump 97 is driven to rotate.

The ball cam 17 is disposed between the clutch hub 53 and the cam ring 75. Cam ring 75
A thrust bearing 101 that transmits the cam thrust force of the ball cam 17 to the rotor 85 and absorbs the relative rotation between the cam ring 75 and the rotor 85 is disposed between the thrust bearing 101 and the rotor 85.

The electromagnet 19 is disposed in a recess provided in the rotor 85 via a predetermined air gap, and engages the connecting member 103 with the pump casing 105 of the oil pump 97 so as to be prevented from rotating. It is supported on the rotor 85 by a ball bearing 107. In addition, the lead wire 109 is drawn out to the outside via the grommet 111 and is connected to a vehicle-mounted battery.

The rotor 85 is provided with a ring 113 made of a non-magnetic material for separating the outside and the inside in the radial direction, and the inside and the outside are welded to prevent a short circuit of the magnetic force.

As described above, since the clutch hub 53 cannot be moved rightward by the snap ring 65, the cam thrust force of the ball cam 17 is transmitted via the cam ring 75, the thrust bearing 101, the rotor 85, and the snap ring 89. To move the clutch housing 11 to the left.

The pressing system 21 of the main clutch 13 includes the cam ring 75, the thrust bearing 101, the rotor 85, the snap ring 89, the clutch housing 1
1, a snap ring 59, an outer plate 49, and the like.

As shown in FIGS. 2 and 4 in an enlarged manner, the cam ring 75 of the ball cam 17 has a ball 119 formed by a disc spring 117 disposed between the snap ring 115 mounted on the clutch hub 53. Pressed to the side.

The oil flow path 23 includes a radial oil flow path 121 formed in the connection shaft 9, a circumferential groove-shaped oil flow path 123 formed in the clutch hub 53 and communicating with the oil flow path 121, and an oil flow path 123. The oil passage 125 includes a radial oil passage 125 communicating with the passage 123, and the discharge-side oil passage 125 opens in the axial direction of the pilot clutch 15.

The valve 25 is constituted by the inner periphery of the cam ring 75 and the oil flow passage 125, and is opened and closed as the cam ring 75 moves in the axial direction as shown in FIGS.

The oil passage 27 is provided with a cam ring 75.
The opening is formed in the axial direction of the pilot clutch 15 similarly to the oil passage 125.

The controller excites the electromagnet 19, controls the excitation current, and stops the excitation. When the electromagnet 19 is excited, the armature 81 is attracted, the pilot clutch 15 is engaged, and the engine torque is applied to the ball cam 17 between the cam ring 75 connected to the engine side by the pilot clutch 15 and the clutch hub 53 on the connection shaft 9 side. And the pressing system 21 is generated by the generated cam thrust force.
Moves to the left.

At this time, the cam ring 75 also moves to the left to deflect the disc spring 117 and, as shown in FIGS. 4 and 5, the valve 25 (oil passage 125) is largely opened.

When the pressing system 21 (clutch housing 11) moves to the left, the main clutch 13 moves between the snap ring 59 (outer plate 49) attached to the clutch housing 11 and the pressure receiving portion 61 of the clutch hub 53.
Is pressed and fastened.

When the starting clutch 1 is connected in this way, the driving force of the engine is transmitted from the starting clutch 1 to the wheels via the automatic transmission, and the vehicle can start.

When the main clutch 13 is engaged, the relative rotation between the cam ring 75 and the rotor 85 is absorbed by the thrust bearing 101, and the slide between the rotor 85 and the clutch housing 11 is prevented by the snap ring 89. The portion that slides while receiving the transmission torque is limited to the inside of the large-diameter main clutch 13, and the hysteresis becomes extremely weak.

When the attraction force of the armature 81 is adjusted by controlling the exciting current of the electromagnet 19, the pilot clutch 15 slips, the cam thrust force of the ball cam 17 changes, and the transmission torque of the main clutch 13 (starting clutch 1). Changes, the driving force of the engine sent to the wheels can be adjusted.

During gear shifting, the excitation of the electromagnet 19 is stopped.

When the excitation of the electromagnet 19 is stopped, the pilot clutch 15 is released, the cam thrust force of the ball cam 17 disappears, the pressing system 21 returns to the right by the urging force of the disc spring 117, and the main clutch 13 is released to start. The connection of the clutch 1 is released, and shifting of the automatic transmission is facilitated.

At this time, the cam ring 75 also returns to the right, and the opening of the valve 25 (oil passage 125) decreases as shown in FIGS.

The connecting shaft 9 has an oil passage 127 in the axial direction.
And radial oil passages 129 and 13 communicating therewith
The oil flow path 23 (oil flow path 121) also communicates with the axial oil flow path 127. At the right end of the connecting shaft 9, a cover 135 for preventing oil leakage from the oil passage 127 is mounted.

The radial oil passage 129 connects the axial oil passage 127 and the oil pump 97.

The extension 6 of the clutch housing 11
9, an oil passage 137 for discharging oil lubricated and cooled the pilot clutch 15 is formed. Oil passages 139 and 139 for supplying oil to the main clutch 13 are formed in the clutch hub 53.
Oil passages 141 and 141 for discharging oil that has lubricated and cooled the main clutch 13 are formed in the first clutch 1.

The oil pressure of the oil pump 97 is used for shifting operation of the automatic transmission.
29, the oil is supplied to the oil flow path 127 by the pressure and centrifugal force, and is discharged from the oil flow paths 131 and 133, and is supplied to the slide bearing 95, the needle bearing 91, the thrust bearing 101, the pilot clutch 15, and the like. Lubrication and cooling to greatly improve durability.

This oil is also discharged from the oil passage 27. As described above, the oil passage 27 is opened in the axial direction of the pilot clutch 15, so that the discharged oil is directly supplied to the main clutch 13 side.

Further, as described above, since the valve 25 is opened when the starting clutch 1 is connected, the oil flow path 2
The oil is also discharged from the oil flow path 125 through 3. As described above, the oil flow passage 125 is also opened in the axial direction of the pilot clutch 15, so that the discharged oil passes through the ball cam 17 and passes through the main clutch 1.
It is moved to the third side.

The oil discharged from the oil flow paths 23 and 27 is formed between the clutch hub 53 and the armature 81 and between the clutch hub 53 and the extension 69 of the clutch housing 11. Is moved to the main clutch 13 side through the gap 145 that has been made.

The oil moved to the main clutch 13 side is supplied from the oil passage 139 to the sliding portions of the plates 51, 47, 49 of the main clutch 13, and these are sufficiently lubricated and cooled to improve the durability. Let it.

As described above, since a large amount of oil is supplied to the main clutch 13 by the valve 25 at the time of connection in which a large load is applied, the lubrication and cooling effects are greatly improved. The oil that has lubricated and cooled the main clutch 13 is discharged to the outside from the oil passages 141 and 141 to promote the circulation of the oil and enhance the lubrication and cooling effects.

Also, the connection of the starting clutch 1 is released,
When the load on the main clutch 13 disappears, as described above, the opening degree of the valve 25 decreases, and excess oil is cut, so that drag torque of the main clutch 13 can be prevented.

When the starting clutch 1 is disengaged (excitation of the electromagnet 19 is stopped) and a drag torque is generated in the pilot clutch 15 which is a wet multi-plate clutch, the transmission torque is continuously input to the ball cam 17. As a result, the cam thrust force remains, and the pressing system 21 is pressed leftward by the remaining cam thrust force.
3 may not be completely released.

However, the oil flow paths 23 (125), 27
Is discharged from the pilot clutch 15 as described above.
5 is also prevented.

Thus, the starting clutch 1 is configured.

As described above, the start clutch 1 has the oil passages 23 and 27 opened at the axial position of the pilot clutch 15 so that the clutch hub 53 does not pass through the pilot clutch 15 or the thrust bearing 101.
The oil is directly supplied to the main clutch 13 through the gaps 143 and 145 formed between the clutch hub 53 and the armature 81 and between the clutch hub 53 and the extension 69 of the clutch housing 11. Therefore, as soon as the main clutch 13 is engaged, a large amount of low-temperature, clean oil is supplied, and the main clutch 13 is sufficiently lubricated and cooled, so that high durability can be maintained.

While the main clutch 13 is connected, the supply amount of oil is increased by the valve 25, so that a large torque transmission capacity can be obtained, and
The lubrication and cooling effects are further improved.

When the connection of the main clutch 13 is released, the oil supply is cut off by the valve 25,
Drag torque can be prevented.

The valve 2 constructed by utilizing the reciprocating movement of the cam ring 75 which is one side member of the ball cam 17.
5 has a simple structure and is inexpensive.

Further, a complicated and expensive control system for opening the control valve prior to the connection of the main clutch 13 by using a controller and a control valve is not required, thereby avoiding a large increase in cost.

Further, as described above, since no drag torque is generated in the starting clutch 1, it is possible to prevent a creep phenomenon when the vehicle is stopped at a traffic light, for example.

Also, due to the effect of preventing drag torque, the automatic transmission is completely disconnected from the engine by the starting clutch 1 at the time of shifting, so that smooth shifting can be performed.

Further, since the capacity required for the synchronizing mechanism of the automatic transmission becomes smaller, the automatic transmission becomes smaller and lighter, and the mountability on the vehicle is improved.

Further, for example, since a member such as a return spring need not be used for releasing the pressing force of the main clutch 13 due to the drag torque, the number of parts is reduced and the cost is reduced.

Therefore, it is not necessary to increase the capacity of the main clutch 13 against the return spring and to increase the size of the electromagnet 19, so that the starting clutch 1 becomes larger, heavier, less in-vehicle, and more expensive. At the same time, an increase in the load on the battery and a decrease in fuel efficiency due to the increase in size of the electromagnet 19 can be avoided.

Further, since drag torque can be prevented, it is possible to select, for example, oil having high viscosity, and to select a plate in which drag torque easily occurs in the pilot clutch 15 or the main clutch 13. Since it becomes possible, the selection range of oil and plate is widened, and the degree of freedom in design is increased.

In the starting clutch 1, the valve 2
5, the oil flow path 23 (oil flow path 125)
May always be open.

In this case, the control valve may be used to control the oil supply amount according to the load fluctuation of the main clutch.

[Second Embodiment] The starting clutch 201 (a second embodiment of the present invention) will be described with reference to FIGS.

The starting clutch 201 is used instead of the starting clutch 1 in the power transmission device 3 using the starting clutch 1 of the first embodiment. FIG. 6 shows the starting clutch 201. Hereinafter, differences will be described while giving the same reference numerals to members having the same functions as those of the starting clutch 1.

In the starting clutch 201, straight chamfered portions 203 (inclined portions) are formed on both sides of the inner peripheral end of the outer plate 47 of the main clutch 13, and the outer plate 49 is formed on the inner plate 51 side. Is formed with a straight chamfered portion 203 (inclined portion).

As shown in FIG. 7, the inner diameter R1 of the inner plate 51 is smaller than the inner diameter R2 of the outer plates 47 and 49 by ΔR. The inner plate 51 is provided with a lug 205 that engages with the spline portion 57 of the clutch hub 53, and the outer plate 47 is provided with a lug 207 that engages with the spline portion 55 of the clutch housing 11.

The clutch housing 11 is formed with an oil passage 209 which opens toward the chamfered portion 203 of each of the outer plates 47 and 49.
A pressure receiving ring 211 is arranged between the pressure receiving portion 61 of the third and the main clutch 13.

The cam ring 75 is provided with an oil passage 213 radially facing the oil passage 133 of the connecting shaft 9.

The pressurized oil of the oil pump 97 is supplied from the oil flow path 129 to the oil flow path 127, is discharged from the oil flow path 133 by the pressure and centrifugal force, and is supplied from the oil flow path 213 to the pilot clutch 15. Then, the sliding portion between the outer plate 71 and the inner plate 73 is lubricated and cooled, and is supplied from the oil flow path 137 to the gap 145 between the clutch hub 53 and the extension 69 (clutch housing 11). The oil supplied to the gap 145 is discharged from each oil passage 209 toward the chamfered portion 203 of the outer plates 47 and 49 by the oil pressure and the centrifugal force, and each chamfered portion 203 changes the moving direction of the oil by its wedge effect. , Adjacent inner plate 5
Guided to one side, a sufficient amount of oil is supplied between the outer plates 47, 49 and the inner plate 51, and the supplied oil lubricates and cools the sliding portion between the outer plates 47, 49 and the inner plate 51. After that, the oil is discharged from each oil passage 141 of the clutch housing 11 to the outside, and returns to the oil sump.

As described above, the inner plate 5
1 is smaller than the inner diameter R2 of the outer plate 47, so that the oil whose direction has been changed by each chamfered portion 203 is prevented from escaping from the gap between the clutch hub 53 and the inner plate 51.
It is effectively guided between 7, 49 and the inner plate 51.

Thus, the starting clutch 201 is configured.

The starting clutch 201 is connected to each oil passage 20
The oil spitted from the outer plate 47,
The outer plate 47,
The lubrication, cooling, and durability between the outer plates 47 and 49 and the inner plate 51 are greatly improved by being guided between the inner plate 51 and the inner plate 51.

Therefore, with the main clutch 13 being engaged, the outer plates 47 and 49 and the inner plate 5
Even under severe conditions such as adjusting the transmission torque by sliding the plate 1, the seizure of the plates 47, 49 and 51 is prevented.

Further, since the outer plates 47 and 49 and the inner plate 51 are easily separated from each other by the pressure of the oil supplied from the oil flow path 209, the response when the connection of the main clutch 13 is released is improved, and the starting is started. Hysteresis when repeating connection and disconnection of the clutch 201 is reduced.

Further, even if the main clutch 13 is inadvertently connected due to oil pressure or other causes, such connection is prevented by the oil pressure from the oil passage 209, and drag torque (friction torque) is prevented. Is prevented, a decrease in engine fuel efficiency during idling is prevented.

Since the inner diameter R1 of the inner plate 51 is smaller than the inner diameter R2 of the outer plate 47,
Oil is prevented from escaping from the gap between the clutch hub 53 and the inner plate 51, and the outer plate 4
The function of supplying oil between 7, 49 and the inner plate 51 and its effect are kept high.

[Third Embodiment] The starting clutch 301 (third embodiment of the present invention) will be described with reference to FIG.

The inclined portion of the outer plate is not limited to the straight chamfered portion 203 as in the starting clutch 201.
The starting clutch 301 is an example showing another inclined portion, and is a modified example of the starting clutch 201.

In the starting clutch 301, the rounded round chamfers 3 are formed on both sides of the inner peripheral end of the outer plate 47.
03 (inclined portion) is formed on the outer plate 4
9 has a round chamfer 303 on the inner plate 51 side.

The oil supplied to the gap 145 is discharged from each oil passage 209 toward each round chamfered portion 303 of the outer plates 47 and 49 by the oil pressure and centrifugal force. 303 changes the moving direction of the oil by the wedge effect, guides the oil to the adjacent inner plate 51 side, and supplies a sufficient amount of oil between the outer plates 47 and 49 and the inner plate 51.

The starting clutch 301 thus configured
Has an effect equivalent to that of the starting clutch 201.

[Fourth Embodiment] The starting clutch 401 (a fourth embodiment of the present invention) will be described with reference to FIG.

The starting clutch 401 is used in the power transmission device 3 using the starting clutch 201 of the second embodiment in place of the starting clutch 201. Hereinafter, members having the same functions as those of the starting clutch 201 are the same. The differences will be described with reference to the reference numerals.

In the starting clutch 401, the clutch hub 5
3 is provided with a convex portion 403 (oil pressure cutoff portion), and narrows a clearance (clearance) between the extension portion 69 of the clutch housing 11 and a desired value.

The projection 403 is formed in the gap 14 between the clutch housing 11 (extension 69) and the clutch hub 53.
5, the clutch hub 53 is disposed on the left side of the oil passage 209.

The starting clutch 401 thus configured
Here, the gap between the clutch housing 11 (extended portion 69) and the clutch hub 53 is narrowed by the convex portion 403, so that the oil pressure supplied to each oil flow path 209 is changed to the left (axial side surface) of the main clutch 13. Is prevented from going around.

Therefore, the main clutch 13 is prevented from being connected by the oil pressure, so that, for example, during idling, a decrease in engine fuel efficiency due to drag torque (friction torque) of the main clutch 13 is prevented. .

If the start clutches 201 and 301 are provided with an oil pressure cut-off portion such as the convex portion 403, the oil supplied from each oil passage 209 to the outer plates 47 and 49 and the inner plate 51 side can be reduced. Convex part 40
3 prevents the oil from escaping to the side surface in the axial direction of the main clutch 13, so that the starting clutches 201 and 301 supply the oil to the outer plates 47 and 49 and the inner plate 51, and its effects. Is kept high.

[Fifth Embodiment] The starting clutch 501 (a fifth embodiment of the present invention) will be described with reference to FIG.

[0140] Unlike the start clutch 401 of the fourth embodiment, the oil pressure cutoff section does not need to be integrated with the torque transmitting member. The starting clutch 501 is an example showing another oil pressure cutoff unit, and is a modified example of the starting clutch 401.

In the starting clutch 501, piston rings 505 and 505 (oil pressure cutoff portions) are attached to grooves 503 provided in the extension portion 69 of the clutch housing 11, and a clearance (clearance) between the clutch hub 53 and the extension portion 69 is provided.
Is narrowed to a desired value.

Each of the piston rings 505 and 505 is disposed on the left side of the oil flow passage 209 of the clutch hub 53 in the gap 145 between the clutch housing 11 (extended portion 69) and the clutch hub 53.

The starting clutch 501 thus configured
Here, the gap between the clutch housing 11 (extended portion 69) and the clutch hub 53 is narrowed by the piston rings 505 and 505, so that the oil pressure supplied to each oil flow passage 209 is reduced in the left direction (axial direction) of the main clutch 13. Side).

Accordingly, the main clutch 13 is prevented from being connected by receiving the oil pressure, and therefore, a decrease in fuel consumption due to a drag torque (friction torque) of the main clutch 13 during idling is prevented.

If the start clutches 201 and 301 are provided with an oil pressure cut-off portion such as the piston ring 505, the outer plate 4
The oil that is supposed to be supplied to the side of the inner clutch 51 and the inner plate 51 is prevented from escaping to the axial side surface of the main clutch 13. The oil supply function and its effect are kept high.

In the present invention, any type of friction clutch such as a single-plate clutch and a cone clutch may be used as the main clutch and the pilot clutch, in addition to the multi-plate clutch.

When a multi-plate clutch is used for the main clutch and the pilot clutch, the outer plate and the inner plate are provided with the desired strength and durability for the applied coupling and the starting clutch, compatibility with oil, and oil compatibility. The material can be arbitrarily selected from, for example, steel, carbon and paper plate materials according to the suitability for the surrounding environment such as the amount.

The operation means of the pilot clutch is as follows:
Not limited to the electromagnet, for example, an electric motor or a fluid pressure actuator may be used.

Either of the two torque transmitting members may be on the input side or the output side.

Further, the coupling of the present invention is not limited to an intermittent device for a drive system input / output shaft or a starting clutch, but may be a switching device for switching a drive source in a hybrid vehicle.
It can be applied to other uses.

[0151]

According to the first aspect of the present invention, the coupling has a low temperature with respect to the main clutch as soon as it is connected by directly supplying oil from an oil flow path opened at an axial position of the pilot clutch. Since a large amount of oil is supplied and lubricated and cooled sufficiently, a large torque transmission capacity can be obtained and high durability can be maintained.

According to the second aspect of the invention, the same effect as that of the first aspect can be obtained.

During connection, the lubrication and cooling effects of the main clutch are further improved by a large amount of oil supplied from the valve.

When the connection of the main clutch is released, excess oil is cut off by the valve.
Drag torque can be prevented.

A valve constructed by using one side member of the cam mechanism has a simple structure and is inexpensive. In addition, a complicated and expensive control valve for opening the control valve prior to the connection of the main clutch is provided. Since no system is required, a significant increase in costs associated with this is avoided.

The coupling according to the third aspect can provide the same effect as the configuration according to the first or second aspect.

Further, since the amount of oil supplied to the main clutch can be precisely adjusted by the control valve, the lubricating / cooling effect when connected and the drag torque preventing effect when disconnected are further improved. Can be done.

Further, the control valve does not require a complicated and expensive control system for opening the control valve prior to the engagement of the main clutch, thereby avoiding a large cost increase.

In the coupling according to the fourth aspect, a sufficient amount of oil is supplied between the outer plate and the inner plate by the wedge effect of the inclined portion provided on the outer plate, and the lubrication, cooling, and durability of each plate are provided. For example, seizure is prevented even under severe conditions in which each plate is slid under a torque.

Further, the outer plate and the inner plate are easily separated from each other by the supplied oil pressure, and the response when the main clutch is disengaged is improved.
Hysteresis when connecting and disconnecting the coupling is reduced.

Further, the drag torque of the main clutch is prevented by the supplied oil pressure.

Further, since the oil can be supplied by the centrifugal force, the structure is simpler and the cost can be reduced.

According to the fifth aspect of the invention, the same effects as those of the fourth aspect can be obtained.

Also, the drag torque of the main clutch due to the oil pressure is prevented by the oil pressure cut-off portion, and a decrease in fuel consumption during idling is prevented.

Further, the oil pressure to each oil flow path is prevented from escaping to the axial side surface of the main clutch, and the function of supplying oil between the outer plate and the inner plate and its effect are enhanced by the structure of claim 4. Will be kept.

[0166] The starting clutch according to the sixth aspect is the first to fifth aspects.
The same effect as the configuration described above can be obtained.

Further, since the main clutch is sufficiently lubricated and cooled in the connected state, a large torque transmission capacity can be obtained and the durability can be kept high.

Further, since the drag torque can be prevented, it is possible to prevent the creep phenomenon when the vehicle stops at a traffic light or the like.

Further, due to the effect of preventing drag torque, the transmission mechanism is completely disconnected from the engine at the time of gear shifting, enabling smooth gear shifting, and reducing the capacity required of the synchronizing mechanism of the transmission mechanism. However, it becomes smaller and lighter, and the on-board performance is improved.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a first embodiment of the present invention.

FIG. 2 is a cross-sectional view of a main part showing the embodiment of FIG. 1 in a state where the connection is released.

FIG. 3 is a view showing a valve opening degree in the state of FIG. 2;

FIG. 4 is a sectional view of a main part showing the embodiment of FIG. 1 in a connected state.

FIG. 5 is a view showing the opening degree of the valve in the state of FIG. 4;

FIG. 6 is a sectional view showing a second embodiment of the present invention.

FIG. 7 is a front view showing an outer plate and an inner plate used in the second embodiment.

FIG. 8 is a sectional view showing a main part of a third embodiment of the present invention.

FIG. 9 is a sectional view showing a fourth embodiment of the present invention.

FIG. 10 is a sectional view showing a main part of a fifth embodiment of the present invention.

FIG. 11 is a sectional view of a conventional example.

[Explanation of symbols]

Reference Signs List 1 Start clutch (coupling) 9 Connecting shaft (output side torque transmitting member) 11 Clutch housing (input side torque transmitting member) 13 Main clutch 15 Pilot clutch 17 Ball cam (cam mechanism) 19 Electromagnet (pilot clutch operating means) 23, 27 Oil passage opening at the axial position of the pilot clutch 25 Valve 47, 49 formed using a moving member Outer plate 51 Inner plate 75 Cam ring (moving member: one side member of cam mechanism) 201 Start clutch 203 Chamfered portion (inclined portion) provided on outer plate 209 Oil flow path provided on clutch housing 301 Start clutch 303 Round chamfered portion (inclined portion) provided on outer plate 401 Start clutch 403 Provided on clutch hub Protruding part (oil pressure cut-off part) 501 Start clutch 505 Piston ring (oil pressure cut-off part) attached to clutch housing

Claims (6)

[Claims] 1. An input-side and output-side torque transmitting member,
A main clutch for intermittently transmitting torque between the two torque transmitting members, a pilot clutch disposed inside the main clutch for intermittent operation by operating means, and a cam for converting transmission torque input via the pilot clutch into pressing force. A mechanism and a moving member for transmitting and connecting the pressing force to the main clutch are provided, and an oil flow path is provided at an axial position of the pilot clutch. A coupling characterized in that oil is supplied to the coupling. 2. The valve according to claim 1, further comprising an oil passage opening at an axial position of the pilot clutch, and a valve for adjusting an opening degree of the oil passage by moving a moving member. A coupling characterized in that the degree of opening of the valve increases while the main clutch is engaged and decreases while the main clutch is disengaged. 3. The invention according to claim 1 or 2, further comprising a control valve for adjusting an amount of oil supplied from the oil passage to the main clutch, wherein the control valve adjusts the amount of oil supplied to the main clutch. A coupling characterized by adjusting the supply amount. 4. An input-side and output-side torque transmitting member;
A main clutch for intermitting torque between these two torque transmitting members, a pilot clutch disposed inside the main clutch and intermittently operated by operating means, and actuated by transmission torque received via the pilot clutch to operate the main clutch. And a cam mechanism for pressing.
The main clutch comprises an outer plate connected to one of the torque transmitting members, and an inner plate alternately arranged with the outer plate in the axial direction, and connected to the other of the torque transmitting members. The transmission member is provided with an oil passage for supplying oil to an end of the outer plate, and an inclined portion for guiding the supplied oil to an adjacent inner plate is provided at an end of the outer plate. And coupling. 5. The invention according to claim 4, wherein the outer plate-side torque transmitting member is provided with an extension that surrounds the inner plate-side torque transmitting member from an axial side surface and a radially inner side. A coupling provided between the extension and the inner plate-side torque transmitting member, wherein an oil pressure shut-off portion for shutting off oil pressure to the oil flow passage from an axial side surface of the main clutch is provided. . 6. The starting according to claim 1, wherein an input side torque transmitting member of the coupling according to claim 1 is connected to an engine side, and an output side torque transmitting member is connected to a transmission side. clutch.