JP4639474B2 - Clutch device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a clutch device that switches between a state in which power transmission from an input side to an output side is permitted and a state in which power transmission is interrupted.
[0002]
[Prior art]
As conventional clutch devices of this type, those shown in FIGS. 6 to 8 are considered.
[0003]
In short, this clutch device is an improvement of a conventionally known roller type two-way clutch. In the figure, 81 is an inner ring, 82 is an outer ring, 83 is a plurality of rollers, 84 is a cam surface of the inner ring 81, 85 is A cage having pockets for holding the rollers 83 one by one, 86 is a wire spring, 87 is a non-rotating fixing ring, and 88 is a viscous fluid stored in a groove of the fixing ring 87.
[0004]
Here, when rotational power is input to the inner ring 81, the inner ring 81 starts to rotate, but the retainer 85 does not rotate and is not rotated by the viscous fluid 88 between the inner ring 81 and the state shown in FIG. Then, the roller 83 makes an angular difference between the inner ring 81 and the retainer 85 against the force of the wire spring 86, so that the roller 83 contacts the outer ring 82 to move from the inner ring 81 to the outer ring 82. Rotational power is transmitted.
[0005]
However, conversely, when rotational power is input to the outer ring 82 in the state of FIG. 7, the inner ring 81 does not rotate and maintains the same phase as the fixed ring 87, so that no viscous force is generated, and the inner ring 81 and the cage 85 are not generated. Since only the force of the wire spring 86 is applied to the roller 83 and the roller 83 remains away from the outer ring 82, no rotational power is transmitted from the outer ring 82 to the inner ring 81.
[0006]
[Problems to be solved by the invention]
It is pointed out that the conventional clutch device has a complicated structure and the reliability of the wire spring 86 is questionable.
[0007]
In view of such circumstances, an object of the present invention is to provide a clutch device with a simple configuration having a novel operation mode.
[0010]
[Means for Solving the Problems]
The clutch device according to the present onset light according to claim 1 includes a cylindrical shaft, and a central shaft which is rotatable relative inserted through the rolling bearing its inner periphery, the synchronous rotatable power transmission allowing state relative rotation A clutch device for switching to a possible power transmission cutoff state, wherein the control shaft is inserted and arranged in a state of being coaxially opposed to the central axis with respect to the inner periphery of the cylindrical shaft, and the control shaft and the cylinder The power transmission is cut off when the control shaft is subjected to rotational resistance while the control shaft is subjected to rotational resistance while the control shaft is not subjected to rotational resistance. A radially outward cam plate integrally provided at the inner end position of the central shaft, and the cam plate at the inner end position of the control shaft. Facing in the axial direction A movable plate that is externally fitted so as to be capable of synchronous rotation and axial displacement, a tapered cone surface that is provided in a state in which the diameter is gradually reduced toward the side away from the cam plate on the outer peripheral surface of the movable plate, A tapered cone surface provided on an inner peripheral surface that matches the tapered cone surface of the movable plate; an elastic body that elastically biases the movable plate toward the cam plate so as to separate the two tapered cone surfaces; and the control shaft When the control shaft receives rotational resistance, the movable plate is moved away from the cam plate while the movable plate is brought close to the cam plate side to separate the two tapered cone surfaces. And a cam mechanism for bringing the two tapered cone surfaces into pressure contact with each other.
[0011]
A clutch device according to a second aspect of the present invention is the clutch device according to the first aspect , wherein the cam mechanism is distributed and provided in a circumferentially extending state on the opposing surfaces of the cam plate and the movable plate, and at least It is composed of a pair of cam grooves whose groove depth is gradually reduced toward one circumferential direction, and a clutch ball interposed between the pair of cam grooves so as to be able to roll in the circumferential direction. It is characterized by.
[0012]
In short, in the present invention, whether to allow or block power transmission between the cylinder shaft and the central shaft is controlled by whether or not rotational resistance is applied to the control shaft.
[0014]
Further, in the clutch device according to claim 1 of the present invention, since the respective components are aggregated and accommodated inside the cylindrical shaft by the specific configuration of the clutch operating portion , the configuration can be simplified and the entire configuration can be simplified. This is advantageous for downsizing.
[0015]
In the clutch device according to claim 2 of the present invention, the specific configuration of the cam mechanism of the clutch operating portion is disclosed, and each component is arranged on the opposing surface of the cam plate and the movable plate. Therefore, it is advantageous in simplifying the configuration and reducing the overall size.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, details of the present invention will be described based on embodiments shown in the drawings.
[0017]
1 to 4 show an embodiment of the present invention. FIG. 1 is a side sectional view showing a power transmission cutoff state of the clutch device, FIG. 2 is a side sectional view showing a power transmission allowable state of the clutch device, FIG. 3 is an exploded perspective view of the clutch device, and FIG. It is a principal part enlarged view which shows operation | movement of a mechanism.
[0018]
In the figure, 1 is a clutch device and 2 is an electromagnetic brake.
[0019]
The clutch device 1 has a configuration including a cylindrical shaft 11, a central shaft 12, a control shaft 13, a rolling bearing 14, and a clutch action portion (reference numeral omitted), which will be described in detail below.
[0020]
The electromagnetic brake 2 has a generally well-known configuration, and includes a non-rotating electromagnet 2a, a non-rotating brake disk 2b attached to the electromagnet 2a, and an armature hub 2c to which the control shaft 13 is coupled so as to be capable of synchronous rotation. The structure includes a facing 2d attached to the armature hub 2c and a leaf spring (not shown in the figure) that separates the facing 2d from the brake disk 2b when not energized.
[0021]
Here, each component of the clutch device 1 will be described.
[0022]
The cylindrical shaft 11 has spline teeth 11a formed in a region from one shaft end to the middle in the axial direction on the outer peripheral surface, and toward the other shaft end side in a region from the other shaft end to the middle in the axial direction on the inner peripheral surface. A tapered cone surface 11b that gradually decreases in diameter is provided. Although not shown, the driven member is engaged with the spline teeth 11a of the cylindrical shaft 11.
[0023]
The central shaft 12 is inserted from the one opening side with respect to the inner periphery of the cylindrical shaft 11 and is supported so as to be relatively rotatable via a rolling bearing 14. Spline teeth 12a are formed in a region from the outer end side to the middle in the axial direction on the inner periphery of the central shaft 12, and the inner end of the central shaft 12 has a hook shape extending radially outward. The cam plate 12c is integrally formed. A drive member (not shown) is splined into the hollow hole of the central shaft 12.
[0024]
The control shaft 13 is inserted from the other opening side with respect to the inner periphery of the cylindrical shaft 11 and is fitted and supported so as to be relatively rotatable with respect to the inner end side of the hollow hole of the central shaft 12. 16 is positioned in the axial direction. Spline teeth 13 a are formed on the outer peripheral surface of the control shaft 13 in the entire longitudinal direction excluding the support portion, and are splined to the outer end of the control shaft 13 with respect to the armature hub 2 c of the electromagnetic brake 2.
[0025]
The rolling bearing 14 is a single row deep groove ball bearing including an inner ring, an outer ring, a ball, a cage, and a seal, although the reference numerals are omitted.
[0026]
The clutch operating portion is composed of a cam plate 12c formed integrally with the central shaft 12, a movable plate 17, a clutch ball 18, and a conical coil spring 19, and the cylindrical shaft 11 and the central shaft 12 are integrated. The state is switched between a state in which power transmission is allowed and a state in which the cylindrical shaft 11 and the central shaft 12 are rotatable relative to each other and the mutual power transmission is interrupted.
[0027]
The movable plate 17 is provided with a spline hole 17a formed with spline teeth penetrating in the axial direction at the center thereof, and the outer peripheral surface of the movable plate 17 has a shape matching the tapered cone surface 11b of the cylindrical shaft 11. A tapered cone surface 17b is provided. The movable plate 17 is externally attached to the control shaft 13 and is splined. The spline coupling allows the movable plate 17 to rotate synchronously with the control shaft 13 and to be displaced in the axial direction. A pair of cam grooves 20 and 21 are provided at several circumferential positions on the surface of the movable plate 17 facing the cam plate 12c of the central shaft 12.
[0028]
The clutch balls 18 are interposed one by one in the space formed between the pair of cam grooves 20 and 21. The cam grooves 20 and 21 and the clutch ball 18 constitute a cam mechanism.
[0029]
The conical coil spring 19 is interposed in a compressed state between the outer end surface of the movable plate 17 and a retaining ring 22 attached to the control shaft 13, and the movable plate 17 is always directed toward the flange side of the central shaft 12. The bullet is energized.
[0030]
Each of the cam grooves 20 and 21 is formed in a long groove shape along the circumferential direction, and both are formed in a shape in which the depth gradually decreases from one circumferential direction side to the other circumferential direction side. The pair of cam grooves 20 and 21 are arranged in opposite directions. When the clutch ball 18 is located in a deep portion of the cam grooves 20 and 21, the movable plate 17 is close to the cam plate 12c, and the tapered cone surface 17b of the movable plate 17 is the cylinder shaft 11. The taper cone surface 11b is separated. However, when the clutch ball 18 rolls from the deep part of the cam grooves 20 and 21 to the shallow part, the movable plate 17 is displaced along the axial direction in a direction away from the cam plate 12c, and the taper cone of the movable plate 17 is moved. The surface 17 b is brought into pressure contact with the tapered cone surface 11 b of the cylindrical shaft 11.
[0031]
Next, the operation will be described.
[0032]
First, as shown in FIG. 1, when rotational power is input to the central shaft 12 in a state where the electromagnetic brake 2 is kept off (non-energized state) and no rotational resistance is applied to the control shaft 13, Since the relative positions of the cam grooves 20 and 21 between the cam plate 12c and the movable plate 17 are held in the state shown in FIG. 4A by the extension restoring force of the coil spring 19, the tapered cone surface 17b of the movable plate 17 is formed into the cylinder axis. 11 is kept away from the tapered cone surface 11b. As a result, the rotational power is transmitted from the central shaft 12 to the control shaft 13 via the clutch ball 18 and rotates synchronously, but the rotational power is not transmitted from the central shaft 12 to the cylindrical shaft 11.
[0033]
In this state, when the electromagnetic brake 2 is turned on (energized state), a rotational resistance is applied to the control shaft 13 of the clutch device 1 so that it does not rotate. Then, the cam groove 20 of the cam plate 12c is shifted in one circumferential direction with respect to the cam groove 21 of the movable plate 17, and the clutch ball 18 is shallow in both the cam grooves 20, 21 as shown in FIG. Will be located in the part. At the same time, the movable plate 17 is displaced in a direction away from the cam plate 12c, and the tapered cone surface 17b of the movable plate 17 is pressed against the tapered cone surface 11b of the cylindrical shaft 11 as shown in FIG. It is done. As a result, the cylindrical shaft 11 and the central shaft 12 are integrated and rotated synchronously, so that the power transmission is allowed.
[0034]
In this way, once the tapered cone surface 17b of the movable plate 17 is pressed against the tapered cone surface 11b of the cylindrical shaft 11, the movable plate 17 remains on the cam plate 12c side even when the electromagnetic brake 2 is turned off (non-energized state). The state of being in pressure contact with the tapered cone surface 11b of the cylindrical shaft 11 is maintained without returning to the upper side. Therefore, only when the rotational power of the central shaft 12 is transmitted to the cylindrical shaft 11, the electromagnetic brake 2 is turned on, and after connecting the central shaft 12 and the cylindrical shaft 11, the electromagnetic brake 2 is turned off. Preferably, the central shaft 12, the cylindrical shaft 11 and the control shaft 13 are rotated. By doing so, wasteful power consumption of the electromagnetic brake 2 can be eliminated, and even after the power transmission is permitted, the electromagnetic brake 2 is turned on and rotation resistance is continuously applied to the control shaft 13. In this case, it is preferable to eliminate the rotation loss that is unavoidable.
[0035]
When the rotation of the central shaft 12 is stopped, the control shaft 13 and the movable plate 17 continue to rotate due to the rotational inertia force of the control shaft 13, so that the cam groove 17b of the movable plate 17 is the same as the cam groove 20 of the cam plate 12c. In phase, the clutch ball 18 moves to a deep portion of both cam grooves 20 and 21. As a result, the movable plate 17 is displaced in the direction approaching the cam plate 12c, and the tapered cone surface 17b of the movable plate 17 is separated from the tapered cone surface 11b of the cylindrical shaft 11, so that the central shaft 12 is separated from the cylindrical shaft 11, and the power Transmission is interrupted.
[0036]
As described above, the clutch device 1 controls whether power transmission from the central shaft 12 to the cylindrical shaft 11 is permitted or interrupted depending on whether or not a rotational resistance is applied to the control shaft 13. ing. Moreover, the configuration of the clutch device 1 is a configuration using the cylindrical shaft 11, the central shaft 12, the control shaft 13, the cam plate 12 c, the movable plate 17, the cam grooves 20 and 21, the clutch balls 18, and the conical coil spring 19. Thus, it is simpler than the conventional example and can contribute to cost reduction.
[0037]
Next, the clutch device 1 described above can be used in a power transmission unit of a hybrid car as shown in FIG.
[0038]
In FIG. 5, 3 is an output shaft, 4 is an automobile engine, and 5 is an electric motor. The crankshaft 4a of the engine 4 is connected to the gear 3a of the output shaft 3 via the clutch device 1 described above, and the output shaft 5a of the electric motor 5 is connected to the gear 3b of the output shaft 3. The gear 5b is connected.
[0039]
Then, the gear 3a of the output shaft 3 is meshed with the spline teeth 11a of the cylindrical shaft 11 in the clutch device 1, and although not shown in the drawing, the crank shaft is connected to the spline teeth 12a on the inner periphery of the central shaft 12 in the clutch device 1. The shaft 4a is spline-fitted.
[0040]
In this power transmission unit, the state is switched between a state in which the rotational power of the engine 4 is transmitted to the output shaft 3 and a state in which the rotational power of the electric motor 5 is transmitted to the output shaft 3.
[0041]
That is, when the rotational power of the engine 4 is output to the output shaft 3, the electric motor 5 is not driven, and the clutch device 1 transmits power from the central shaft 12 to the cylindrical shaft 11 as shown in FIG. 2. It may be in a state that allows However, at this time, although the output shaft 5a of the electric motor 5 is rotated along with the rotation of the output shaft 3, the rotational resistance is negligible and can be almost ignored.
[0042]
On the other hand, when the rotational power of the electric motor 5 is output to the output shaft 3, the engine 4 is stopped and the power transmission from the central shaft 12 to the cylindrical shaft 11 is cut off for the clutch device 1 as shown in FIG. In such a state, the rotational power of the engine 4 may not be transmitted to the output shaft 3.
[0043]
In addition, this invention is not limited only to embodiment mentioned above, A various application and deformation | transformation are possible.
[0044]
(1) In the above-described embodiment, the cam grooves 20 and 21 of the clutch device 1 are gradually shallowened only from one circumferential side to the other circumferential side, but gradually from the circumferential center to both circumferential sides. If the mortar shape is made shallower, the movable plate 17 can be displaced away from the cam plate 12c even when the central shaft 2 is rotationally driven in either the forward or reverse direction. The shaft 11 can be connected. In this way, either forward or reverse rotational power may be input to the central shaft 12.
[0045]
(2) In the above embodiment, the conical coil spring 19 of the clutch device 1 can be similarly implemented by using a disc spring or a cylindrical coil spring.
[0046]
(3) In the above embodiment, the clutch device 1 is used in the power transmission unit of the hybrid car as shown in FIG. 5, but the power transmission from the input side to the output side is permitted in other devices. It can be used when switching to a shut-off state.
[0047]
(4) In the above embodiment, the electromagnetic brake 2 is used in order to give a rotational resistance to the control shaft 13, but instead, a movable plate 17 having a large mass is used. Good. In this case, when the central shaft 12 starts to rotate, the movable plate 17 and the control shaft 13 that are heavy with respect to the rotational speed of the central shaft 12 are delayed and rotated, so that the cam groove 20 of the cam plate 12c is formed. Proceeding with respect to the cam groove 21 of the movable plate 17, the clutch ball 18 moves to a shallow portion of both the cam grooves 20, 21, so that the tapered cone surface 17 b of the movable plate 17 is changed to the tapered cone surface 11 b of the cylindrical shaft 11. Thus, the central shaft 12 and the cylindrical shaft 11 rotate synchronously.
[0048]
【The invention's effect】
In the present invention, whether to allow or block power transmission between the cylinder shaft and the central shaft can be controlled by whether or not rotational resistance is applied to the control shaft, so that the switching operation can be easily controlled. Therefore, the structure can be simplified and made compact.
[0049]
In particular, in the configuration of the second aspect, since the coupling portion that couples the rotational power input member and the rotational power output member to the cylindrical shaft and the central shaft is provided, the coupling can be easily performed. It is possible and convenient.
[0050]
Moreover, in the structure of Claim 3, since it has set as the structure which concentrates each element which comprises a clutch action part inside a cylinder shaft, and is arrange | positioned, it becomes advantageous when aiming at the simplification of a structure and the whole compactness. .
[0051]
Further, in the configuration of the fourth aspect, the cam mechanism of the clutch operating portion is arranged on the opposing surface of the cam plate and the movable plate, which is advantageous in simplifying the configuration and reducing the overall size. .
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing a power transmission cut-off state of a clutch device according to an embodiment of the present invention. FIG. 2 is a side cross-sectional view showing a power transmission allowable state of the clutch device of FIG. FIG. 4 is an enlarged view of the main part showing the operation of the cam mechanism. FIG. 5 is a conceptual diagram showing the configuration of a power transmission unit using a clutch device according to an embodiment of the invention. FIG. 7 is a cross-sectional view showing the upper half of the device. FIG. 7 is a side view of the clutch device of FIG. 6 as viewed from the direction of the arrow in FIG. , Side view seen from the direction of the arrow in FIG.
DESCRIPTION OF SYMBOLS 1 Clutch apparatus 2 Electromagnetic brake 11 Cylinder shaft 11a Cylinder spline teeth 11b Cylinder taper cone surface 12 Center shaft 12c Cam plate 13 Control shaft 17 Movable plate 17b Movable plate taper cone surface 18 Rolling bearing 19 Conical coil spring

Claims (2)

A clutch for switching a cylindrical shaft and a central shaft inserted through a rolling bearing on the inner periphery thereof between a permissible state of power transmission capable of synchronous rotation and a cutoff state of power transmission capable of relative rotation A device,
A control shaft that is inserted and arranged in a state of being coaxially opposed to the central axis with respect to the inner periphery of the cylindrical shaft, and is attached to each part of the control shaft, the cylindrical shaft, and the central shaft, and the control shaft is a rotational resistance and a clutch operating unit for the control shaft is in the permission state of the power transmission when subjected to rotational resistance while the cut-off state of the power transmission when not receiving,
The clutch action portion is synchronously rotated to a radially outward cam plate integrally provided at the inner end position of the central shaft and a position facing the cam plate in the axial direction at the inner end position of the control shaft. A movable plate that is externally fitted so as to be displaceable in the axial direction, a tapered cone surface that is provided on the outer circumferential surface of the movable plate in a state of being gradually reduced in diameter toward the side away from the cam plate, and an inner circumferential surface of the cylindrical shaft A tapered cone surface that is provided and matches the tapered cone surface of the movable plate, an elastic body that elastically biases the movable plate toward the cam plate so as to separate the two tapered cone surfaces, and the control shaft has rotational resistance. When the control shaft is subjected to rotational resistance while the movable plate is brought close to the cam plate side and the both tapered cone surfaces are separated from each other when not received. The movable plate away from the cam plate and a cam mechanism for the state to press the both tapered cones face, that the clutch device according to claim. The clutch device according to claim 1 ,
A pair of cam grooves provided with the cam mechanism being distributed in a circumferentially extending state on opposing surfaces of the cam plate and the movable plate, and having a groove depth gradually set to at least one circumferential direction; A clutch device comprising a clutch ball interposed between a pair of cam grooves so as to be able to roll in a circumferential direction.

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