CN112313422B - Clutch device - Google Patents

Clutch device Download PDF

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Publication number
CN112313422B
CN112313422B CN201980042180.0A CN201980042180A CN112313422B CN 112313422 B CN112313422 B CN 112313422B CN 201980042180 A CN201980042180 A CN 201980042180A CN 112313422 B CN112313422 B CN 112313422B
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CN
China
Prior art keywords
cam
drive cam
groove
drive
driven
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Active
Application number
CN201980042180.0A
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Chinese (zh)
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CN112313422A (en
Inventor
高木章
石桥亮
杉浦巧美
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Denso Corp
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Denso Corp
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Publication date
Priority claimed from JP2019106249A external-priority patent/JP7275874B2/en
Application filed by Denso Corp filed Critical Denso Corp
Publication of CN112313422A publication Critical patent/CN112313422A/en
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Publication of CN112313422B publication Critical patent/CN112313422B/en
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/108—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
    • 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
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • 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
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/08—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion
    • F16H25/12—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion with reciprocation along the axis of rotation, e.g. gearings with helical grooves and automatic reversal or cams
    • 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
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms
    • 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
    • F16D28/00—Electrically-actuated clutches

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

The groove bottom (403) is formed obliquely with respect to one end surface (411) of the drive cam (40) so that the depth becomes shallower from the drive cam specific position (PSd1) toward the one side in the circumferential direction of the drive cam (40), typically extending from the drive cam specific position (PSd1) as the specific position of the drive cam (40) toward the one side in the circumferential direction of the drive cam (40) with the drive cam groove (401). The emergency drive cam groove (402) extends from the drive cam specific position (PSd1) to the other side in the circumferential direction of the drive cam (40), and the groove bottom (403) is formed so as to be inclined with respect to the one end surface (411) of the drive cam (40) so that the depth thereof becomes shallower from the drive cam specific position (PSd1) toward the other side in the circumferential direction of the drive cam (40), and the inclination angle of the groove bottom (403) in the emergency drive cam groove with respect to the one end surface (411) of the drive cam (40) is smaller than the inclination angle of the groove bottom (403) in the normal drive cam groove (401).

Description

Clutch device
Cross reference to related applications
The application is based on Japanese patent application No. 2018-128691 filed on 7/6.2018 and Japanese patent application No. 2019-106249 filed on 6/6.2019, the contents of which are incorporated herein by reference.
Technical Field
The present disclosure relates to a clutch device.
Background
Conventionally, a rolling element cam is known in which a drive cam is rotated by torque of a prime mover decelerated by a reduction gear, and an idler cam is moved relative to the drive cam in an axial direction by a rolling element that rolls in cam grooves of the drive cam and the idler cam.
Further, there is known a clutch device including a rotating body cam, and allowing or interrupting transmission of torque between a 1 st transmission part and a 2 nd transmission part by changing a state of a clutch to an engaged state or a disengaged state in accordance with a relative position of an idler cam with respect to a drive cam in an axial direction. For example, by applying the rotating element cam described in patent document 1 to the clutch device, the state of the clutch can be changed to the engaged state or the disengaged state.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2003-065420
Disclosure of Invention
In the clutch device to which the rotating body cam of patent document 1 is applied, when the winding of the motor is disconnected, the torque of the motor disappears, the drive cam cannot be rotated, and the state of the clutch cannot be changed.
The purpose of the present disclosure is to provide a clutch device that can continue to be driven even if the winding set of the motor is disconnected.
The clutch device according to the present disclosure includes a 1 st transmission unit, a motor, a drive cam, a rotating body, a driven cam, a 2 nd transmission unit, and a clutch.
The motor has two winding groups, and can output torque by supplying current to the winding groups. The drive cam has a plurality of drive cam grooves formed in one end surface and is rotatable by torque output from the motor. The rotary body is provided to be rotatable in each of the plurality of drive cam grooves. The driven cam has a plurality of driven cam grooves formed on one end surface, the driven cam grooves and the driving cam grooves sandwich the rolling body therebetween, the driven cam grooves, the driving cam and the rolling body together form a rolling body cam, and when the driven cam rotates relative to the driving cam, the driven cam moves relative to the driving cam in the axial direction. The 2 nd transmission part transmits torque to the 1 st transmission part. The clutch changes to an engaged state or a non-engaged state according to the relative position of the driven cam in the axial direction with respect to the drive cam, and allows the transmission of torque between the 1 st transmission part and the 2 nd transmission part in the engaged state, and blocks the transmission of torque between the 1 st transmission part and the 2 nd transmission part in the non-engaged state in which the driven cam is not engaged.
The drive cam groove has a normal drive cam groove and an emergency drive cam groove. In general, the drive cam groove extends from a drive cam specific position, which is a specific position of the drive cam, to one side in the circumferential direction of the drive cam, and the groove bottom is formed to be inclined with respect to one end surface of the drive cam so that the depth becomes shallower from the drive cam specific position to the one side in the circumferential direction of the drive cam. The emergency drive cam groove extends from the drive cam specific position to the other side in the circumferential direction of the drive cam, and the groove bottom is formed to be inclined with respect to one end surface of the drive cam so that the depth becomes shallower from the drive cam specific position to the other side in the circumferential direction of the drive cam.
The follower cam groove has a normal follower cam groove and an emergency follower cam groove. The follower cam groove is generally formed to extend from a specific position of the follower cam, which is a specific position of the follower cam, to one side in the circumferential direction of the follower cam, and to have a groove bottom inclined with respect to one end surface of the follower cam so that the depth becomes shallower from the specific position of the follower cam toward the one side in the circumferential direction of the follower cam. The emergency driven cam groove extends from the specific position of the driven cam to the other side in the circumferential direction of the driven cam, and the groove bottom is formed to be inclined with respect to one end surface of the driven cam so that the depth becomes shallower from the specific position of the driven cam toward the other side in the circumferential direction of the driven cam.
In the present disclosure, when one of the two winding groups of the motor is disconnected, the other winding group is energized to output torque from the motor and rotate the drive cam. Therefore, even if the winding set of the motor is disconnected, the driving of the clutch device can be continued.
Here, when one of the two winding groups of the motor is disconnected, the torque output from the motor is smaller than that before the disconnection. Therefore, in the present disclosure, the inclination angles of the groove bottoms of the emergency drive cam groove and the emergency follower cam groove are set smaller than the inclination angles of the groove bottoms of the normal drive cam groove and the normal follower cam groove. Thus, when the rotating body rotates in the emergency drive cam groove and the emergency driven cam groove, the drive cam can be rotated with a small torque. In this way, in a normal state in which both the winding groups are not disconnected, the operation of the motor is controlled so that the rotating body rotates in the normal drive cam groove and the normal driven cam groove, and in an emergency state in which one of the two winding groups is disconnected, the operation of the motor is controlled so that the rotating body rotates in the emergency drive cam groove and the emergency driven cam groove, and the drive of the clutch device can be reliably continued.
Drawings
The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings.
Fig. 1 is a sectional view showing a clutch device according to embodiment 1.
Fig. 2 is a schematic diagram showing a winding set of a motor of the clutch device according to embodiment 1.
Fig. 3 is a view showing a drive cam of the clutch device according to embodiment 1.
Fig. 4 is a diagram showing the driven cam of the clutch device according to embodiment 1.
Fig. 5 is a sectional view showing a drive cam groove and a driven cam groove of the clutch device according to embodiment 1.
Fig. 6 is a cross-sectional view showing the drive cam groove and the driven cam groove of the clutch device according to embodiment 1, and is a view showing a state different from fig. 5.
Fig. 7 is a cross-sectional view showing the drive cam groove and the driven cam groove of the clutch device according to embodiment 1, and is a view showing a state different from fig. 5.
Fig. 8 is a diagram showing a relationship between a relative rotation angle between the driving cam and the driven cam and a displacement (displacement) of the driven cam with respect to the driving cam in the clutch device according to embodiment 1.
Fig. 9 is a view showing a drive cam of the clutch device according to embodiment 2.
Fig. 10 is a view showing a driven cam of the clutch device according to embodiment 2.
Fig. 11 is a view showing a drive cam of the clutch device according to embodiment 3.
Fig. 12 is a diagram showing an idler cam of the clutch device according to embodiment 3.
Fig. 13 is a sectional view showing the clutch device according to embodiment 4.
Detailed Description
Hereinafter, clutch devices according to various embodiments will be described with reference to the drawings. In the embodiments, substantially the same structural parts are assigned the same reference numerals, and the description thereof is omitted. In addition, substantially the same structural parts in the plurality of embodiments exert the same or similar operational effects.
(embodiment 1)
Fig. 1 shows a clutch device according to embodiment 1. The clutch device 1 is provided between an internal combustion engine and a transmission of a vehicle, for example, and is used to permit or interrupt transmission of torque between the internal combustion engine and the transmission.
The clutch device 1 includes an electronic control unit (hereinafter referred to as "ECU") 10 as a "control unit", an input shaft 61 as a "1 st transmission unit", a motor 20 as a "prime mover", a speed reducer 30, a housing 12, a drive cam 40, balls 3, a driven cam 50, an output shaft 62 as a "2 nd transmission unit", a clutch 70, and a piston 81 as a "state changing unit".
The ECU10 is a small computer having a CPU as an arithmetic unit, a ROM, a RAM, an EEPROM as a storage unit, an I/O as an input/output unit, and the like. The ECU10 executes computations in accordance with programs stored in a ROM or the like based on information such as signals from various sensors provided at various portions of the vehicle, and controls the operation of various devices and equipment of the vehicle. In this way, the ECU10 executes the program stored in the non-moving physical recording medium. By executing the program, a method corresponding to the program is executed.
The ECU10 can control the operation of the internal combustion engine and the like based on information such as signals from various sensors. The ECU10 can control the operation of the motor 20 described later.
The input shaft 61 is connected to a drive shaft of an internal combustion engine, not shown, for example, and is rotatable together with the drive shaft. That is, the input shaft 61 receives torque from the drive shaft.
A vehicle on which an internal combustion engine is mounted is provided with a fixing flange 11. The fixing flange 11 is formed in a cylindrical shape and fixed to, for example, an engine room of a vehicle. A bearing 141 is provided between the inner peripheral wall of the fixed flange 11 and the outer peripheral wall of the input shaft 61. Thereby, the input shaft 61 is axially supported by the fixed flange 11 via the bearing 141.
The housing 12 is provided between an inner peripheral wall of an end portion of the fixing flange 11 and an outer peripheral wall of the input shaft 61. The housing 12 has an inner cylindrical portion 121, an inner bottom portion 122, an outer cylindrical portion 123, an outer bottom portion 124 as a "bottom portion", an outer cylindrical portion 125 as a "cylindrical portion", spline grooves 126, and the like.
The inner cylinder portion 121 is formed in a substantially cylindrical shape. The inner bottom portion 122 is formed integrally with the inner cylindrical portion 121 so as to extend in an annular plate shape radially outward from an end portion of the inner cylindrical portion 121. The outer tube portion 123 is formed integrally with the inner bottom portion 122 so as to extend substantially cylindrically from the outer edge portion of the inner bottom portion 122 toward the inner tube portion 121. The outer bottom portion 124 is formed integrally with the outer cylindrical portion 123 so as to extend in a ring-like plate shape radially outward from an end portion of the outer cylindrical portion 123 opposite to the inner bottom portion 122. The outer tube 125 is formed integrally with the outer bottom 124 so as to extend in a substantially cylindrical shape from the outer edge of the outer bottom 124 to the side opposite to the outer tube 123. The spline groove 126 is formed in the inner peripheral wall of the end portion of the outer cylinder portion 125 on the opposite side to the outer bottom portion 124. A plurality of spline grooves 126 are formed in the circumferential direction of the outer cylinder portion 125 so as to extend from the end of the outer cylinder portion 125 toward the outer bottom portion 124 side.
The housing 12 is provided on the fixed flange 11 such that outer peripheral walls of the outer tube portion 123 and the outer tube portion 125 face inner peripheral walls of the end portions of the fixed flange 11. The housing 12 is fixed to the fixing flange 11 with bolts 13. Here, the housing 12 is provided coaxially with the fixed flange 11 and the input shaft 61. Further, a substantially cylindrical space is formed between the inner peripheral wall of the inner cylindrical portion 121 and the outer peripheral wall of the input shaft 61.
The motor 20 includes a stator 21, a coil 22, a rotor 23, a shaft 24, and the like. The stator 21 is formed in a substantially annular shape from laminated steel plates, for example, and is fixed to the inside of the outer tube portion 123. That is, the stator 21 of the motor 20 is provided so as not to be relatively movable with respect to the outer cylindrical portion 123 of the housing 12. The coil 22 is wound around the stator 21. The rotor 23 is formed of, for example, laminated steel plates into a substantially annular shape, and is provided to be rotatable inside the stator 21. The shaft 24 is formed in a substantially cylindrical shape and is provided integrally with the rotor 23 inside the rotor 23. The shaft 24 is disposed radially outward of the inner cylindrical portion 121 of the housing 12. A bearing 151 is provided between the inner peripheral wall of the stem 24 and the outer peripheral wall of the inner cylindrical portion 121. Thereby, the rotor 23 and the shaft 24 are axially supported by the inner cylindrical portion 121 via the bearing 151.
Here, the coil 22 has winding groups 25 and 26 (see fig. 2). The winding group 25 includes a U-phase winding 251, a V-phase winding 252, and a W-phase winding 253. U-phase winding 251, V-phase winding 252, and W-phase winding 253 are wound around stator 21, and one ends thereof are electrically connected.
The winding group 26 includes a U-phase winding 261, a V-phase winding 262, and a W-phase winding 263. The U-phase winding 261, the V-phase winding 262, and the W-phase winding 263 are wound around the stator 21, and one ends thereof are electrically connected.
The ECU10 has switching elements 271 to 276 and 281 to 286, and voltage detection units 250 and 260.
One end of the switching element 271 is connected to the positive electrode of a battery, not shown, and the other end is connected to one end of the switching element 272. The other end of the switching element 272 is connected to ground potential. The switching element 273 has one end connected to the positive electrode of the battery, not shown, and the other end connected to one end of the switching element 274. The other end of the switching element 274 is connected to the ground potential. One end of the switching element 275 is connected to a positive electrode of a battery, not shown, and the other end is connected to one end of the switching element 276. The other end of the switching element 276 is connected to the ground potential.
The switching element 281 has one end connected to a positive electrode of a battery, not shown, and the other end connected to one end of the switching element 282. The other end of the switching element 282 is connected to ground potential. The switching element 283 has one end connected to the positive electrode of the battery, not shown, and the other end connected to one end of the switching element 284. The other end of the switching element 284 is connected to ground potential. The switching element 285 has one end connected to the positive electrode of the battery, not shown, and the other end connected to one end of the switching element 286. The other end of the switching element 286 is connected to the ground potential.
The other end of the U-phase winding 251 is connected to a connection point between the switching element 271 and the switching element 272. The other end of the V-phase winding 252 is connected to a connection point of the switching element 273 and the switching element 274. The other end of the W-phase winding 253 is connected to a connection point of the switching element 275 and the switching element 276.
The other end of the U-phase winding 261 is connected to a connection point of the switching element 281 and the switching element 282. The other end of the V-phase winding 262 is connected to the connection point of the switching element 283 and the switching element 284. The other end of the W-phase winding 263 is connected to a connection point of the switching element 285 and the switching element 286.
The voltage detector 250 is provided between the switching elements 272, 274, 276 and the ground potential, and can detect a potential difference at the location. The voltage detector 260 is provided between the switching elements 282, 284, and 286 and the ground potential, and can detect a potential difference at the corresponding portions.
The housing 12 is arranged so as not to be relatively movable with respect to the stator 21 of the motor 20.
The ECU10 can control the operation of the motor 20 by controlling the electric power supplied to the coil 22. When power is supplied to the coil 22, a rotating magnetic field is generated in the stator 21, and the rotor 23 rotates. Thereby, torque is output from the shaft 24. Thus, the motor 20 can output torque.
More specifically, the ECU10 controls the switching operation of the switching elements 271 to 276 and 281 to 286 to control the electric power supplied from the battery to the winding groups 25 and 26, thereby controlling the operation of the motor 20 so that the rotor 23 can be rotated in the normal direction or the reverse direction.
As described above, in the present embodiment, the motor 20 has two winding groups (25, 26), that is, two winding groups, and outputs torque by energization to the two winding groups in a normal state. In an emergency when one of the two winding groups is disconnected, the motor 20 can continue to operate by the other winding group. In this case, the torque output by the motor 20 is substantially half of that in a normal state.
The ECU10 can detect the value of the current flowing through the winding groups 25 and 26 from the voltages detected by the voltage detection units 250 and 260. Thus, the ECU10 can detect the disconnection of the winding groups 25, 26.
The speed reducer 30 includes an eccentric portion 31 as an "eccentric rotating body", a planetary gear (planetary gear)32, a ring gear 33, a ring gear 430 as an "output member", and the like. The eccentric portion 31 is formed in a cylindrical shape so that the outer circumferential wall is eccentric with respect to the inner circumferential wall. The eccentric portion 31 is provided integrally with the stem 24 on the radially outer side of the inner cylindrical portion 121 so that the inner peripheral wall is coaxial with the stem 24. That is, the eccentric portion 31 and the shaft 24 cannot rotate relative to each other. Therefore, the eccentric portion 31 can rotate together with the stem 24 in a state where the outer peripheral wall is eccentric with respect to the stem 24. A bearing 152 is provided between the inner peripheral wall of the eccentric portion 31 and the outer peripheral wall of the inner cylindrical portion 121. Thereby, the eccentric portion 31 is axially supported by the inner cylindrical portion 121 via the bearing 152.
The eccentric portion 31 has a shaft Ax2 eccentric with respect to the shaft Ax1 of the motor 20. Here, the shaft Ax1 coincides with the center line of the inner peripheral wall of the eccentric portion 31. The shaft Ax2 coincides with the center line of the outer peripheral wall of the eccentric portion 31. The eccentric portion 31 is rotatable relative to the inner cylindrical portion 121 of the housing 12 about the shaft Ax1 of the motor 20. Further, the shaft Ax1 of the motor 20 coincides with the centerline of the shaft 24.
The planetary gear 32 is formed in a substantially annular shape. The planetary gear 32 has 1 st external tooth 321 and 2 nd external tooth 322. The 1 st external tooth 321 is formed on the outer peripheral wall of one end in the axial direction of the planetary gear 32. The 2 nd external teeth 322 are formed on the other end side of the planetary gear 32 in the axial direction with respect to the 1 st external teeth 321. The tip circle diameter of the 2 nd outer tooth 322 is smaller than the tip circle diameter of the 1 st outer tooth 321. The 1 st external tooth 321 and the 2 nd external tooth 322 are formed coaxially with the inner peripheral wall of the planetary gear 32.
The planetary gear 32 is disposed radially outward of the eccentric portion 31. Between the inner peripheral wall of the planetary gear 32 and the outer peripheral wall of the eccentric portion 31, a bearing 153 and a bearing 154 are provided. Thereby, the planetary gear 32 is axially supported by the eccentric portion 31 via the bearing 153 and the bearing 154. The planetary gear 32 is relatively rotatable coaxially with respect to the eccentric portion 31, and is relatively rotatable in a state of being eccentric with respect to the shaft 24.
The ring gear 33 is formed in a substantially ring shape. The ring gear 33 has internal teeth 331. Inner teeth 331 are formed on the inner peripheral wall of one end in the axial direction of the ring gear 33. The ring gear 33 is fixed to the housing 12 such that the outer peripheral wall of the end opposite to the internal teeth 331 is fitted to the inner peripheral wall of the end of the outer cylindrical portion 123 of the housing 12. Here, the tip circle diameter of the internal teeth 331 is larger than the tip circle diameter of the 1 st external teeth 321 of the planetary gear 32. Inner tooth 331 has a larger number of teeth than 1 st outer tooth 321.
The planetary gear 32 is arranged such that the 1 st external teeth 321 mesh with the internal teeth 331 of the ring gear 33. Therefore, when the rotor 23 and the stem 24 rotate, the planet gear 32 revolves while rotating on the inside of the ring gear 33 while the 1 st external teeth 321 mesh with the internal teeth 331 of the ring gear 33.
The drive cam 40 includes a drive cam main body 41, a drive cam hole 42, a drive cam groove 400, and the like (see fig. 3). The drive cam main body 41 is formed of, for example, metal into a substantially circular plate shape. The drive cam hole 42 is formed in a circular shape coaxially with the drive cam main body 41 so as to penetrate the center of the drive cam main body 41.
The drive cam groove 400 is formed to be recessed from one end surface 411 of the drive cam main body 41 in the axial direction toward the other end surface 412. The drive cam groove 400 is formed to vary in depth in the circumferential direction of the drive cam 40. The drive cam grooves 400 are formed at 3 at equal intervals in the circumferential direction of the drive cam main body 41. A more detailed structure of the drive cam groove 400 will be described later.
The ring gear 430, which is an "output member" of the speed reducer 30, is formed in a ring shape integrally with the drive cam 40 on the radially inner side of the drive cam hole 42 of the drive cam 40. The ring gear 430 has drive cam internal teeth 43. The drive cam internal teeth 43 are formed at the inner edge portion of the ring gear 430.
The tip circle diameter of the driving cam internal teeth 43 is larger than the tip circle diameter of the 2 nd external teeth 322 of the planetary gear 32. The number of teeth of the drive cam inner teeth 43 is larger than that of the 2 nd outer teeth 322. The drive cam 40 is provided inside the outer cylindrical portion 125, which is a "cylindrical portion", of the housing 12 on the opposite side of the ring gear 33 from the stator 21 so that the drive cam internal teeth 43 of the ring gear 430 mesh with the 2 nd external teeth 322 of the planetary gear 32. Therefore, when the rotor 23 and the stem 24 rotate and the planetary gear 32 revolves while rotating on the inside of the ring gear 33, the drive cam 40 rotates relative to the outer cylinder 125 of the housing 12 inside the outer cylinder 125. In this way, the drive cam 40 has a plurality of drive cam grooves 400 formed in one end surface 411 and can be rotated by the torque output from the reduction gear unit 30.
The torque from the motor 20 is reduced by the speed reducer 30, and is output from the ring gear 430, which is an "output member", to the drive cam 40. In this way, the speed reducer 30 can reduce the torque of the motor 20 and output the torque. Here, the reduction ratio of the speed reducer 30 is set by appropriately setting the number of teeth of the 1 st external teeth 321 of the planetary gear 32 and the number of teeth of the internal teeth 331 of the ring gear 33. In general, the smaller the reduction ratio, the higher the efficiency of the reduction gear.
A thrust bearing 161 is provided radially outward of the ring gear 33 between the outer edge portion of the drive cam 40 and the outer bottom portion 124 of the housing 12. The thrust bearing 161 axially supports the drive cam 40 while receiving a load in the thrust direction from the drive cam 40. That is, the thrust bearing 161 is provided between the outer bottom portion 124, which is the "bottom portion", and the drive cam 40, and receives the axial load of the drive cam 40.
The ball 3 is formed of, for example, metal into a spherical shape. Here, the ball 3 corresponds to a "rolling body". The ball 3 is provided to be rotatable in each of the plurality of drive cam grooves 400 (refer to fig. 3). That is, the total number of the balls 3 is 3.
The idler cam 50 includes an idler cam main body 51, an idler cam hole 52, a spline coupling portion 53, and an idler cam groove 500 (see fig. 4). The driven cam main body 51 is formed of metal, for example, into a substantially circular plate shape. The driven cam hole 52 is formed in a circular shape coaxially with the driven cam main body 51 so as to penetrate the center of the driven cam main body 51. The spline joint 53 is formed integrally with the driven cam main body 51 at the outer edge portion of the driven cam main body 51. The spline coupling portion 53 is formed in plurality in the circumferential direction of the driven cam main body 51 so as to extend from one end surface 511 to the other end surface 512 of the driven cam main body 51 in the axial direction.
The follower cam groove 500 is formed to be recessed from one end surface 511 toward the other end surface 512 of the follower cam body 51 in the axial direction. The follower cam groove 500 is formed such that the depth varies in the circumferential direction of the follower cam 50. The driven cam grooves 500 are formed at 3 equal intervals in the circumferential direction of the driven cam main body 51. The more detailed structure of the follower cam groove 500 will be described later.
The driven cam 50 is provided inside an outer cylindrical portion 125, which is a "cylindrical portion", of the housing 12 so that the spline coupling portion 53 is spline-coupled to the spline groove 126 of the housing 12. Therefore, the driven cam 50 cannot rotate relative to the outer cylindrical portion 125 of the housing 12, and can move relative to each other in the axial direction.
The driven cam 50 is provided on the opposite side of the ring gear 33 from the driving cam 40, the driven cam 50 sandwiches the ball 3 between the driven cam groove 500 and the driving cam groove 400 of the driving cam 40, and the driven cam 50 constitutes the spherical cam 2 together with the driving cam 40 and the ball 3. Here, the spherical cam 2 corresponds to a "rotor cam". The drive cam 40 is rotatable relative to the driven cam 50 and the housing 12. When the drive cam 40 rotates relative to the driven cam 50, the ball 3 rotates in the drive cam groove 400 and the driven cam groove 500 along the groove bottom 403 and the groove bottom 503, respectively.
As described above, the drive cam groove 400 and the driven cam groove 500 are formed such that the depth varies in the circumferential direction of the drive cam 40 or the driven cam 50. Therefore, when the drive cam 40 rotates relative to the driven cam 50 by the torque output from the speed reducer 30, the balls 3 rotate in the drive cam groove 400 and the driven cam groove 500, and the driven cam 50 moves relative to the drive cam 40 and the housing 12 in the axial direction (see fig. 5 to 7).
Thus, the driven cam 50 has a plurality of driven cam grooves 500 formed in one end surface 511, the driven cam grooves 500 sandwich the ball 3 with the drive cam groove 400, the driven cam grooves 500 constitute the spherical cam 2 together with the drive cam 40 and the ball 3, and when the driven cam 50 rotates relative to the drive cam 40, the driven cam moves relative to the drive cam 40 in the axial direction.
The output shaft 62 includes a shaft 621, a plate 622, a cylinder 623, and a friction plate 624. The shaft portion 621 is formed in a substantially cylindrical shape. The plate portion 622 is formed integrally with the shaft portion 621 so as to extend radially outward in an annular plate shape from one end of the shaft portion 621. The cylinder portion 623 is formed integrally with the plate portion 622 so as to extend substantially cylindrically from the outer edge portion of the plate portion 622 to the opposite side of the shaft portion 621. The friction plate 624 is formed in a substantially annular plate shape and is provided on the end surface of the plate portion 622 on the cylinder portion 623 side. Here, the friction plate 624 cannot rotate relative to the plate portion 622.
The end of the input shaft 61 passes through the driven cam hole 52 and is located on the opposite side of the driven cam 50 from the driving cam 40. The output shaft 62 is provided coaxially with the input shaft 61 on the opposite side of the fixed flange 11 with respect to the housing 12, that is, on the opposite side of the driven cam 50 with respect to the drive cam 40. A bearing 142 is provided between the inner peripheral wall of the shaft 621 and the outer peripheral wall of the end of the input shaft 61. Thereby, the output shaft 62 is axially supported by the input shaft 61 via the bearing 142.
The clutch 70 is provided on the opposite side of the driven cam 50 from the drive cam 40. The clutch 70 includes an inner friction plate 71 and an outer friction plate 72. The inner friction plates 71 are formed in a substantially annular plate shape, and a plurality of inner friction plates are provided between the input shaft 61 and the cylindrical portion 623 of the output shaft 62 so as to be arranged in the axial direction. The inner friction plate 71 is provided such that an inner edge portion thereof is spline-coupled to the outer peripheral wall of the input shaft 61. Therefore, the inner friction plate 71 cannot rotate relative to the input shaft 61 and can move relative to the input shaft in the axial direction.
The outer friction plates 72 are formed in a substantially annular plate shape, and a plurality of the outer friction plates are provided between the input shaft 61 and the cylindrical portion 623 of the output shaft 62 so as to be aligned in the axial direction. Here, the inner friction plates 71 and the outer friction plates 72 are alternately arranged in the axial direction of the input shaft 61. The outer friction plate 72 is provided such that an outer edge portion thereof is spline-coupled to an inner peripheral wall of the cylindrical portion 623 of the output shaft 62. Therefore, the outer friction plate 72 cannot rotate relative to the output shaft 62 and can move relative to each other in the axial direction. The outer friction plate 72 located on the side closest to the friction plate 624 among the plurality of outer friction plates 72 can contact the friction plate 624.
In an engaged state, which is a state in which the plurality of inner friction plates 71 and the plurality of outer friction plates 72 are in contact with each other, that is, engaged with each other, a frictional force is generated between the inner friction plates 71 and the outer friction plates 72, and the relative rotation of the inner friction plates 71 and the outer friction plates 72 is regulated according to the magnitude of the frictional force. On the other hand, in a non-engagement state in which the plurality of inner friction plates 71 and the plurality of outer friction plates 72 are separated from each other, that is, are not engaged with each other, no frictional force is generated between the inner friction plates 71 and the outer friction plates 72, and the relative rotation of the inner friction plates 71 and the outer friction plates 72 is not restricted.
When the clutch 70 is in the engaged state, the torque input to the input shaft 61 is transmitted to the output shaft 62 via the clutch 70. On the other hand, when the clutch 70 is in the disengaged state, the torque input to the input shaft 61 is not transmitted to the output shaft 62.
In this way, the output shaft 62 transmits torque to and from the input shaft 61. The clutch 70 allows torque transmission between the input shaft 61 and the output shaft 62 in an engaged state, and blocks torque transmission between the input shaft 61 and the output shaft 62 in a non-engaged state in which the clutch is not engaged.
In the present embodiment, the clutch device 1 is a so-called normally open type (normally open type) clutch device which is normally in a non-engagement state.
The piston 81 is formed in a substantially annular shape and is provided between the driven cam 50 and the clutch 70 on the radially outer side of the input shaft 61. A thrust bearing 162 is provided between the driven cam 50 and the piston 81. The thrust bearing 162 axially supports the piston 81 while receiving a load in the thrust direction from the piston 81.
Between the piston 81 and the clutch 70, a return spring 82 and an engaging portion 83 are provided. The locking portion 83 is formed in a substantially annular shape, and is provided so that an outer edge portion thereof fits into an inner peripheral wall of the cylindrical portion 623 of the output shaft 62. The locking portion 83 can lock the outer edge portion of the outer friction plate 72 located closest to the piston 81 among the plurality of outer friction plates 72. Therefore, the plurality of outer friction plates 72 and the plurality of inner friction plates 71 are prevented from falling off from the inner side of the tube portion 623. The distance between the locking portion 83 and the friction plate 624 is greater than the sum of the thicknesses of the outer friction plates 72 and the inner friction plates 71.
The return spring 82 is a so-called coil spring, and is provided such that one end thereof abuts against the outer edge of the piston 81 and the other end thereof abuts against the locking portion 83. Thereby, the return spring 82 biases the piston 81 toward the driven cam 50.
As shown in fig. 1, 3, and 4, when the balls 3 are positioned in the deepest portion PDd1, which is the portion farthest from the one end surface 411 of the drive cam groove 400, and the deepest portion PDv1, which is the portion farthest from the one end surface 511 of the follower cam groove 500, the distance between the drive cam 40 and the follower cam 50 is relatively small, and a gap Sp1 (see fig. 1) is formed between the piston 81 and the outer friction plate 72 of the clutch 70. Therefore, the clutch 70 is in the non-engaged state, and the transmission of torque between the input shaft 61 and the output shaft 62 is disconnected.
Here, when electric power is supplied to the coil 22 of the motor 20 under the control of the ECU10, the motor 20 rotates, torque is output from the reduction gear unit 30, and the drive cam 40 rotates relative to the housing 12. Thereby, the ball 3 rotates in the drive cam groove 400 and the follower cam groove 500. Therefore, the driven cam 50 moves relatively in the axial direction with respect to the drive cam 40, i.e., moves toward the clutch 70. Thereby, the piston 81 is pressed by the driven cam 50 and moves toward the clutch 70 against the biasing force of the return spring 82.
When the piston 81 is moved toward the clutch 70 by the pressing of the driven cam 50, the gap Sp1 is reduced, and the piston 81 comes into contact with the outer friction plate 72 of the clutch 70. When the piston 81 contacts the clutch 70, the driven cam 50 further presses the piston 81, and the plurality of inner friction plates 71 and the plurality of outer friction plates 72 are engaged with each other, thereby bringing the clutch 70 into an engaged state. This allows torque transmission between the input shaft 61 and the output shaft 62.
When the clutch transmission torque reaches the clutch required torque capacity, the ECU10 stops the rotation of the motor 20. Thus, the clutch 70 is in the engaged/held state in which the clutch transmission torque is maintained at the clutch request torque capacity. In this way, the piston 81 receives a force in the axial direction from the driven cam 50, and the state of the clutch 70 can be changed to the engaged state or the disengaged state according to the relative position of the driven cam 50 in the axial direction with respect to the drive cam 40.
The clutch 70 is provided on the opposite side of the driven cam 50 from the drive cam 40, and changes to the engaged state or the disengaged state according to the relative position of the driven cam 50 in the axial direction of the drive cam 40.
The output shaft 62 has a shaft portion 621, an end portion opposite to the plate portion 622, connected to an input shaft of a transmission, not shown, and rotatable together with the input shaft. That is, the torque output from the output shaft 62 is input to the input shaft of the transmission. The torque input to the transmission is changed in speed by the transmission and output to the drive wheels of the vehicle as drive torque. Thereby, the vehicle travels.
As shown in fig. 1, in the present embodiment, the drive cam groove 400 is formed so that at least a part thereof overlaps the reduction gear unit 30 in the axial direction of the drive cam 40.
More specifically, the drive cam groove 400 is formed such that the entire portion thereof overlaps with a ring gear 430, which is a "output member", which is a part of the reduction gear 30, in the axial direction of the drive cam 40. Therefore, the size of the clutch device 1 in the axial direction of the drive cam 40 can be reduced.
In the present embodiment, the speed reducer 30 further includes a restricting portion 34. The restricting portion 34 is formed integrally with the planetary gear 32 so as to extend cylindrically toward the clutch 70 from the clutch 70-side end surface of the planetary gear 32 in the axial direction and then annularly extend radially inward. The inner peripheral wall of the cylindrical portion of the restricting portion 34 is fitted to the outer peripheral wall of the bearing 154. The surface of the annular portion of the restriction portion 34 opposite to the clutch 70 can abut against the surface of the bearing 154 on the clutch 70 side. Therefore, when the bearing 154 abuts against the restricting portion 34, the movement of the planetary gear 32 toward the motor 20 is restricted.
Here, the drive cam groove 400 is formed such that, in the axial direction of the drive cam 40, the entire drive cam groove 400 overlaps with, in particular, the 2 nd external teeth 322 of the planetary gear 32 that is a part of the reduction gear 30.
Further, a part of the restricting portion 34 of the speed reducer 30 in the axial direction is located radially inward of the driven cam groove 500 of the driven cam 50. That is, in the present embodiment, the driven cam groove 500 is formed so that at least a part thereof overlaps the restricting portion 34 that is a part of the speed reducer 30 in the axial direction of the driven cam 50. Therefore, the size of the clutch device 1 in the axial direction of the drive cam 40 and the driven cam 50 can be reduced.
Next, a more detailed structure of the drive cam groove 400 and the driven cam groove 500 will be described.
As shown in fig. 3, the drive cam groove 400 includes a normal drive cam groove 401 and an emergency drive cam groove 402. The drive cam groove 401 extends from the drive cam specific position PSd1, which is a specific position of the drive cam 40, to one side in the circumferential direction of the drive cam 40, and the groove bottom 403 is formed obliquely with respect to the one end surface 411 of the drive cam 40 so that the depth becomes shallower from the drive cam specific position PSd1 toward the one side in the circumferential direction of the drive cam 40.
The emergency drive cam groove 402 extends from the drive cam specific position PSd1 to the other side in the circumferential direction of the drive cam 40, and the groove bottom 403 is formed so as to be inclined with respect to the one end surface 411 of the drive cam 40 such that the depth thereof becomes shallower from the drive cam specific position PSd1 toward the other side in the circumferential direction of the drive cam 40, and the inclination angle of the groove bottom 403 with respect to the one end surface 411 of the drive cam 40 is smaller than the inclination angle of the groove bottom 403 of the normal drive cam groove 401. In addition, the drive cam specific position PSd1 coincides with the deepest portion PDd1 in the circumferential direction of the drive cam 40.
As shown in fig. 4, the follower cam groove 500 includes a normal follower cam groove 501 and an emergency follower cam groove 502. The follower cam groove 501 for normal use extends from a follower cam specific position PSv1, which is a specific position of the follower cam 50, to one side in the circumferential direction of the follower cam 50, and is formed so that the groove bottom 503 is inclined with respect to one end surface 511 of the follower cam 50 so that the depth becomes shallower from the follower cam specific position PSv1 toward the one side in the circumferential direction of the follower cam 50.
The emergency idler cam groove 502 extends from the idler cam specific position PSv1 to the other side in the circumferential direction of the idler cam 50, and the groove bottom 503 is formed obliquely with respect to the one end surface 511 of the idler cam 50 so that the depth becomes shallower from the idler cam specific position PSv1 toward the other side in the circumferential direction of the idler cam 50, and the inclination angle of the groove bottom 503 with respect to the one end surface 511 of the idler cam 50 is smaller than the inclination angle of the groove bottom 503 of the normal idler cam groove 501. In addition, the idler cam specific position PSv1 coincides with the deepest portion PDv1 in the circumferential direction of the idler cam 50. The inclination angle of the groove bottom 403 of the normal drive cam groove 401 is the same as the inclination angle of the groove bottom 503 of the normal follower cam groove 501. Further, the inclination angle of the groove bottom 403 of the emergency drive cam groove 402 is the same as the inclination angle of the groove bottom 503 of the emergency driven cam groove 502.
As shown in fig. 3, the ratio of the tangent of the inclination angle of the groove bottom 403 corresponding to the circumferential movement distance DMd2 from the drive cam specific position PSd1 of the emergency drive cam groove 402 to the tangent of the inclination angle of the groove bottom 403 corresponding to the circumferential movement distance DMd1 from the drive cam specific position PSd1 of the normal drive cam groove 401 is 1: 2.
as shown in fig. 4, the ratio of the tangent of the inclination angle of the groove bottom 503 corresponding to the circumferential movement distance DMv2 from the idler cam specific position PSv1 of the emergency idler cam groove 502 to the tangent of the inclination angle of the groove bottom 503 corresponding to the circumferential movement distance DMv1 from the idler cam specific position PSv1 of the normal idler cam groove 501 is 1: 2.
as shown in fig. 3, the ratio of the circumferential angle θ d2 along the entire trajectory LLd2 of the groove bottom 403 of the emergency drive cam groove 402 to the circumferential angle θ d1 along the entire trajectory LLd1 of the groove bottom 403 of the normal drive cam groove 401 is 2: 1. here, the circumferential angle θ d2 corresponds to an angle formed by a straight line connecting the center Od1 of the drive cam 40 and the drive cam specific position PSd1 and a straight line connecting the center Od1 and the groove bottom 403 and the end of the trajectory LLd2 of the emergency drive cam groove 402. Further, the circumferential angle θ d1 corresponds to an angle formed by a straight line connecting the center Od1 of the drive cam 40 and the drive cam specific position PSd1 and a straight line connecting the center Od1 and the groove bottom 403 and the end of the trajectory LLd1 of the normal drive cam groove 401.
As shown in fig. 4, the ratio of the circumferential angle θ v2 along the entire trajectory LLv2 of the groove bottom 503 of the emergency follower cam groove 502 to the circumferential angle θ v1 along the entire trajectory LLv1 of the groove bottom 503 of the normal follower cam groove 501 is 2: 1. here, the circumferential angle θ v2 corresponds to an angle formed by a straight line connecting the center Ov1 of the idler cam 50 and the idler cam specific position PSv1 and a straight line connecting the center Ov1 and the groove bottom 503 of the emergency idler cam groove 502 and the end of the trajectory LLv 2. Further, the circumferential angle θ v1 corresponds to an angle formed by a straight line connecting the center Ov1 of the idler cam 50 and the idler cam specific position PSv1 and a straight line connecting the center Ov1 and the groove bottom 503 of the normal idler cam groove 501 and the end of the trajectory LLv 1.
As shown in fig. 3, the drive cam 40 has 3 drive cam grooves 400 of the same configuration formed at equal intervals in the circumferential direction of the drive cam 40. The normal drive cam groove 401 and the emergency drive cam groove 402 of the drive cam groove 400 are formed such that the distance Rd1 between the center Od1 of the drive cam 40 and the groove bottom 403 is constant in the circumferential direction of the drive cam 40.
As shown in fig. 4, 3 follower cam grooves 500 having the same configuration are formed in the follower cam 50 at equal intervals in the circumferential direction of the follower cam 50. The normal follower cam groove 501 and the emergency follower cam groove 502 of the follower cam groove 500 are formed such that the distance Rv1 between the center Ov1 of the follower cam 50 and the groove bottom 503 is constant in the circumferential direction of the follower cam 50.
The ECU10 controls the operation of the switching elements 271 to 276 and 281 to 286 to control the energization of the winding groups 25 and 26, thereby controlling the operation of the motor 20. The ECU10 can determine whether the "normal time when neither of the two winding groups (25, 26) is disconnected" or the "emergency time when one of the two winding groups (25, 26) is disconnected" based on the voltages detected by the voltage detection units 250, 260.
The ECU10 controls the operation of the motor 20 so that the balls 3 are rotated in the normal drive cam groove 401 and the normal follower cam groove 501 in a normal state in which neither of the two winding groups (25, 26) is disconnected. At this time, the ECU10 outputs torque from the motor 20 by energizing the two winding groups (25, 26), and rotates the drive cam 40 relative to the driven cam 50 so that the ball 3 rotates in the normal drive cam groove 401 and the normal driven cam groove 501. Thereby, the driven cam 50 moves relative to the drive cam 40 and the housing 12 in the axial direction, and the engaged state of the clutch 70 changes between the disengaged state and the engaged state.
On the other hand, in an emergency when one of the two winding groups (25, 26) is disconnected, the ECU10 controls the operation of the motor 20 so that the motor 20 rotates in the opposite direction to the normal state, and the ball 3 rotates in the emergency drive cam groove 402 and the emergency driven cam groove 502. At this time, the ECU10 outputs torque from the motor 20 by energizing the winding group that is not broken out of the two winding groups (25, 26), and rotates the drive cam 40 relative to the driven cam 50 so that the ball 3 rotates in the emergency drive cam groove 402 and the emergency driven cam groove 502. Thereby, the driven cam 50 moves relative to the drive cam 40 and the housing 12 in the axial direction, and the engaged state of the clutch 70 changes between the disengaged state and the engaged state.
Next, the operation and the like of the clutch device 1 will be described in more detail. Fig. 5 to 7 show a cross section of a curved surface parallel to the axes of the drive cam 40 and the driven cam 50, passing through the groove bottom 403 of the drive cam groove 400 and the groove bottom 503 of the driven cam groove 500.
As shown in fig. 5, when the energization of the motor 20 is stopped, the balls 3 are located at the drive cam specific position PSd1 and the driven cam specific position PSv 1. At this time, the end surface 411 of the drive cam 40 and the end surface 511 of the idler cam 50 are separated by a distance L1.
Here, when the inclination angle of the groove bottom 403 of the normal drive cam groove 401 is α and the inclination angle of the groove bottom 403 of the emergency drive cam groove 402 is β, tan α: tan β ═ 2: 1.
in a normal state in which both the winding groups (25, 26) are not disconnected, the ball 3 rotates in the normal drive cam groove 401 and the normal follower cam groove 501 to reach an end of the normal drive cam groove 401 opposite to the drive cam specific position PSd1 and an end of the normal follower cam groove 501 opposite to the follower cam specific position PSv1 (see fig. 6). At this time, the end surface 411 of the drive cam 40 and the end surface 511 of the idler cam 50 are separated by a distance L2.
On the other hand, in an emergency when one of the two winding groups (25, 26) is disconnected, the ball 3 rotates in the emergency drive cam groove 402 and the emergency driven cam groove 502, and reaches an end of the emergency drive cam groove 402 on the opposite side of the drive cam specific position PSd1 and an end of the emergency driven cam groove 502 on the opposite side of the driven cam specific position PSv1 (see fig. 7). At this time, the end surface 411 of the drive cam 40 and the end surface 511 of the idler cam 50 are separated by a distance L2.
As described above, the maximum displacement of the follower cam 50 in the axial direction of the drive cam 40 is L2 to L1, and corresponds to the sum of the difference between the groove depth of the deepest portion PDd1 of the drive cam groove 400 and the groove depth of the shallowest portion and the difference between the deepest portion PDv1 of the follower cam groove 500 and the shallowest portion. Fig. 8 shows the relationship between the relative rotation angle of the drive cam 40 and the idler cam 50 and the displacement of the idler cam 50 relative to the drive cam 40.
As described above, in the present embodiment, by setting the inclination angle of the emergency drive cam groove 402 and the inclination angle of the emergency follower cam groove 502 to 1/2 with respect to the inclination angle of the normal drive cam groove 401 and the inclination angle of the normal follower cam groove 501, when the ball 3 rotates in the emergency drive cam groove 402 and the emergency follower cam groove 502, the output torque of the motor 20 can be further amplified than in the normal state and converted into the translational thrust force. Therefore, in an emergency when one of the two winding groups (25, 26) is disconnected, the motor 20 is rotated in the opposite direction to the normal state, and the clutch 70 can be controlled to be equal to the normal state using the emergency drive cam groove 402 and the emergency driven cam groove 502.
With the above configuration, in the present embodiment, even if the motor 20 with 1 winding group broken can output a reduced output torque, the maximum translational force equivalent to that in the normal state can be generated, and the maximum transmission torque capacity of the normally open clutch 70 can be ensured.
In the present embodiment, the inclination angle of the emergency drive cam groove 402 and the inclination angle of the emergency driven cam groove 502 are set to be gentle so that the inclination angles with respect to the normal drive cam groove 401 and the normal driven cam groove 501 are 1/2, and therefore the lengths of the emergency drive cam groove 402 and the emergency driven cam groove 502 with respect to the normal drive cam groove 401 and the normal driven cam groove 501 in the circumferential direction are increased, and the required rotation angle is increased. Further, the reduction in the output torque from the motor 20 due to the disconnection of the 1-group winding group increases the drive response time of the motor 20 when the ball 3 moves from the deepest portion PDd1 or PDv1 to the shallowest portion, but is allowed in the emergency due to the disconnection.
In the clutch device to which the rolling element cam of patent document 1 (japanese patent application laid-open No. 2003-065420) is applied, when the winding of the motor is disconnected, the torque of the motor disappears, the drive cam is driven in the reverse direction by the load on the load side, and the rolling element may collide with the wall surface of the end portion of the cam groove serving as the stopper. In this case, there is a possibility that the components of the rotating body cam may be damaged. The rotating body cam of patent document 1 is provided with an elastic member capable of absorbing a circumferential impact between the drive cam and the driven cam in order to suppress damage to components caused by collision of the rotating body against a wall surface of the cam groove. However, when the elastic member is provided, the number of components, the amount of assembly work, and the like may increase.
In contrast, in the present embodiment, the emergency drive cam groove 402 is connected to the deepest portion PDd1 of the normal drive cam groove 401, and the emergency follower cam groove 502 is connected to the deepest portion PDv1 of the normal follower cam groove 501, so that the ball 3 does not collide with the wall surface of the drive cam groove 400 or the follower cam groove 500 when the ball 3 returns to the deepest portion PDd1 and PDv1 in the normal state. Therefore, damage to the components of the spherical cam 2 can be avoided.
As described above, in the present embodiment, the drive cam groove 400 includes the normal drive cam groove 401 and the emergency drive cam groove 402. The drive cam groove 401 extends from the drive cam specific position PSd1, which is a specific position of the drive cam 40, to one side in the circumferential direction of the drive cam 40, and the groove bottom 403 is formed obliquely with respect to the one end surface 411 of the drive cam 40 so that the depth becomes shallower from the drive cam specific position PSd1 toward the one side in the circumferential direction of the drive cam 40.
The emergency drive cam groove 402 extends from the drive cam specific position PSd1 to the other side in the circumferential direction of the drive cam 40, and the groove bottom 403 is formed so as to be inclined with respect to the one end surface 411 of the drive cam 40 such that the depth thereof becomes shallower from the drive cam specific position PSd1 toward the other side in the circumferential direction of the drive cam 40, and the inclination angle of the groove bottom 403 with respect to the one end surface 411 of the drive cam 40 is smaller than the inclination angle of the groove bottom 403 of the normal drive cam groove 401.
The follower cam groove 500 includes a normal follower cam groove 501 and an emergency follower cam groove 502. The follower cam groove 501 for normal use extends from a follower cam specific position PSv1, which is a specific position of the follower cam 50, to one side in the circumferential direction of the follower cam 50, and is formed so that the groove bottom 503 is inclined with respect to one end surface 511 of the follower cam 50 so that the depth becomes shallower from the follower cam specific position PSv1 toward the one side in the circumferential direction of the follower cam 50.
The emergency idler cam groove 502 extends from the idler cam specific position PSv1 to the other side in the circumferential direction of the idler cam 50, and the groove bottom 503 is formed obliquely with respect to the one end surface 511 of the idler cam 50 so that the depth becomes shallower from the idler cam specific position PSv1 toward the other side in the circumferential direction of the idler cam 50, and the inclination angle of the groove bottom 503 with respect to the one end surface 511 of the idler cam 50 is smaller than the inclination angle of the groove bottom 503 of the normal idler cam groove 501.
In the present embodiment, when one of the two winding groups (25, 26) of the motor 20 is disconnected, the motor 20 can output torque to rotate the drive cam 40 by supplying current to the other winding group. Therefore, even if the winding set (25, 26) of the motor 20 is disconnected, the driving of the clutch device 1 can be continued.
Here, when one of the two winding groups (25, 26) of the motor 20 is disconnected, the torque output from the motor 20 is smaller than that before the disconnection. Therefore, in the present embodiment, the inclination angles of the groove bottoms 403 and 503 of the emergency drive cam groove 402 and the emergency follower cam groove 502 are set smaller than the inclination angles of the groove bottoms 403 and 503 of the normal drive cam groove 401 and the normal follower cam groove 501. Thus, when the ball 3 rotates in the emergency drive cam groove 402 and the emergency driven cam groove 502, the drive cam 40 can be rotated with a small torque. Thus, in a normal state where neither of the two winding groups is disconnected, the operation of the motor 20 is controlled so that the ball 3 rotates in the normal drive cam groove 401 and the normal driven cam groove 501, and in an emergency where one of the two winding groups is disconnected, the operation of the motor 20 is controlled so that the ball 3 rotates in the emergency drive cam groove 402 and the emergency driven cam groove 502, whereby the drive of the clutch device 1 can be reliably continued.
The present embodiment further includes an ECU10, and the ECU10 can control the energization of the winding groups 25 and 26 and control the operation of the motor 20. The ECU10 controls the operation of the motor 20 so that the ball 3 rotates in the normal drive cam groove 401 and the normal driven cam groove 501 in a normal state where neither of the two winding groups (25, 26) is disconnected. In an emergency when one of the two winding groups (25, 26) is disconnected, the ECU10 controls the operation of the motor 20 so that the ball 3 rotates in the emergency drive cam groove 402 and the emergency driven cam groove 502.
In the present embodiment, the ECU10 controls the operation of the motor 20, so that the operation of the clutch device 1 can be continued even in the emergency of disconnection of 1 winding set.
In the present embodiment, the ratio of the tangent of the inclination angle of the groove bottom 403 corresponding to the circumferential movement distance DMd2 from the drive cam specific position PSd1 of the emergency drive cam groove 402 to the tangent of the inclination angle of the groove bottom 403 corresponding to the circumferential movement distance DMd1 from the drive cam specific position PSd1 of the normal drive cam groove 401 is 1: 2. the ratio of the tangent of the inclination angle of the groove bottom 503 corresponding to the circumferential movement distance DMv2 from the idler cam specific position PSv1 of the emergency idler cam groove 502 to the tangent of the inclination angle of the groove bottom 503 corresponding to the circumferential movement distance DMv1 from the idler cam specific position PSv1 of the normal idler cam groove 501 is 1: 2.
therefore, in an emergency when one of the two winding groups (25, 26) is disconnected, even if the output torque from the motor 20 becomes half of that in a normal state, by controlling the motor 20 so that the balls 3 are rotated in the emergency drive cam groove 402 and the emergency driven cam groove 502, it is possible to continue the operation of the clutch device 1 while securing a translational thrust equivalent to that in a normal state.
In the present embodiment, the ratio of the circumferential angle θ d2 of the entire trajectory LLd2 of the emergency drive cam groove 402 to the circumferential angle θ d1 of the entire trajectory LLd1 of the normal drive cam groove 401 is 2: 1. the ratio of the overall circumferential angle θ v2 of the locus LLv2 of the emergency follower cam groove 502 to the overall circumferential angle θ v1 of the locus LLv1 of the normal follower cam groove 501 is 2: 1.
therefore, in an emergency when one of the two winding sets (25, 26) is disconnected, even if the output torque from the motor 20 becomes half of that in a normal state, the motor 20 is controlled so that the balls 3 are rotated in the emergency drive cam groove 402 and the emergency driven cam groove 502, and the operation of the clutch device 1 can be continued while securing a translational thrust equivalent to that in a normal state.
(embodiment 2)
Fig. 9 and 10 show a part of the clutch device according to embodiment 2. The configuration of the drive cam 40 and the driven cam 50 in embodiment 2 is different from that in embodiment 1.
As shown in fig. 9, in the present embodiment, the emergency drive cam groove 402 is formed such that the distance Rd1 between the center Od1 of the drive cam 40 and the groove bottom 403 changes from one side to the other side in the circumferential direction of the drive cam 40. Specifically, the emergency drive cam groove 402 is formed such that the distance Rd1 between the center Od1 of the drive cam 40 and the groove bottom 403 decreases from one side to the other side in the circumferential direction of the drive cam 40.
As shown in fig. 10, the emergency cam follower groove 502 is formed such that the distance Rv1 between the center Ov1 of the cam follower 50 and the groove bottom 503 changes from one side to the other side in the circumferential direction of the cam follower 50. Specifically, the emergency cam follower groove 502 is formed such that the distance Rv1 between the center Ov1 of the cam follower 50 and the groove bottom 503 decreases from one side to the other side in the circumferential direction of the cam follower 50.
With the above configuration, the length of the drive cam 40 in the circumferential direction of the normal drive cam groove 401 and the length of the follower cam 50 in the circumferential direction of the normal follower cam groove 501 can be increased as compared with embodiment 1. This can ensure a wide range of operating angles of the normal drive cam groove 401 and the normal driven cam groove 501, which are used in normal operation, and can alleviate design constraints.
(embodiment 3)
Fig. 11 and 12 show a part of the clutch device according to embodiment 3. The configuration of the drive cam 40 and the driven cam 50 in embodiment 3 is different from that in embodiment 1.
In the present embodiment, the drive cam groove 400 further has a drive cam flat groove 404. The drive cam flat groove 404 extends from the end of the normal drive cam groove 401 opposite to the drive cam specific position PSd1 in the circumferential direction of the drive cam 40, and is formed in parallel with the groove bottom 403 with respect to the one end surface 411 of the drive cam 40 so that the depth in the circumferential direction of the drive cam 40 is constant. That is, the inclination angle of the groove bottom 403 of the drive cam flat groove 404 with respect to the one end face 411 of the drive cam 40 is 0 degree.
The idler cam slot 500 also has an idler cam flat slot 504. The idler cam flat groove 504 extends from the end of the normal idler cam groove 501 opposite to the idler cam specific position PSv1 in the circumferential direction of the idler cam 50, and is formed such that the groove bottom 503 is parallel to one end surface 511 of the idler cam 50 so as to have a constant depth in the circumferential direction of the idler cam 50. That is, the inclination angle of the groove bottom 503 of the idler cam flat groove 504 with respect to the one end surface 511 of the idler cam 50 is 0 degree.
With the above configuration, when the balls 3 are positioned in the drive cam flat groove 404 and the driven cam flat groove 504, even if a reaction force in the axial direction acts on the driven cam 50 from the clutch 70 side in the engaged state, the balls 3 do not rotate, and the drive cam 40 does not rotate relative to the driven cam 50. Therefore, at this time, even if the energization of the motor 20 is stopped, the state of the clutch 70 can be maintained in the engaged state. This can reduce power consumption of the clutch device 1.
(embodiment 4)
Fig. 13 shows a clutch device according to embodiment 4. The configuration of the clutch and the state changing unit in embodiment 4 is different from that in embodiment 1.
In the present embodiment, bearings 141, 143 are provided between the inner peripheral wall of the fixed flange 11 and the outer peripheral wall of the input shaft 61. Thereby, the input shaft 61 is axially supported by the fixed flange 11 via the bearings 141 and 143.
The housing 12 is provided on the fixed flange 11 such that the inner peripheral wall of the inner cylindrical portion 121 faces the outer peripheral wall of the end portion of the fixed flange 11, and the inner bottom portion 122 abuts against the stepped surface 111 of the fixed flange 11. The housing 12 is fixed to the fixing flange 11 by bolts or the like, not shown. Here, the housing 12 is provided coaxially with the fixed flange 11 and the input shaft 61.
The motor 20, the speed reducer 30, and the spherical cam 2 are provided inside the outer cylindrical portions 123 and 125 of the housing 12, as in embodiment 1. The drive cam 40 is provided inside the outer cylindrical portion 125, which is a "cylindrical portion", of the housing 12 on the opposite side of the ring gear 33 from the stator 21 so that the drive cam internal teeth 43 of the ring gear 430 mesh with the 2 nd external teeth 322 of the planetary gear 32, as in embodiment 1.
In the present embodiment, the output shaft 62 includes a shaft portion 621, a plate portion 622, a cylindrical portion 623, and a cover 625. The shaft portion 621 is formed in a substantially cylindrical shape. The plate portion 622 is formed integrally with the shaft portion 621 so as to extend in a ring-like plate shape radially outward from one end of the shaft portion 621. The cylinder portion 623 is formed integrally with the plate portion 622 so as to extend substantially cylindrically from the outer edge portion of the plate portion 622 to the opposite side of the shaft portion 621. The output shaft 62 is supported by the input shaft 61 via a bearing 142.
The clutch 70 includes a support portion 73, friction plates 74, 75, and a pressure plate 76. The support portion 73 is formed in a substantially annular plate shape so as to extend radially outward from the outer peripheral wall of the end portion of the input shaft 61 on the driven cam 50 side with respect to the plate portion 622 of the output shaft 62.
The friction plate 74 is formed in a substantially annular plate shape, and is provided on the plate portion 622 side of the output shaft 62 at the outer edge portion of the support portion 73. The friction plate 74 is fixed to the support portion 73. The outer edge of the support portion 73 is deformed toward the plate portion 622, so that the friction plate 74 can contact the plate portion 622.
The friction plate 75 is formed in a substantially annular plate shape, and is provided on the opposite side of the plate portion 622 of the output shaft 62 at the outer edge portion of the support portion 73. The friction plate 75 is fixed to the support portion 73.
The pressure plate 76 is formed into a substantially annular plate shape and is provided on the driven cam 50 side with respect to the friction plate 75.
In the engaged state, which is a state in which the friction plate 74 and the plate portion 622 are in contact with each other, that is, engaged with each other, a frictional force is generated between the friction plate 74 and the plate portion 622, and the relative rotation between the friction plate 74 and the plate portion 622 is restricted according to the magnitude of the frictional force. On the other hand, in a non-engagement state in which the friction plate 74 and the plate portion 622 are separated from each other, that is, are not engaged with each other, no frictional force is generated between the friction plate 74 and the plate portion 622, and the relative rotation between the friction plate 74 and the plate portion 622 is not restricted.
When the clutch 70 is in the engaged state, the torque input to the input shaft 61 is transmitted to the output shaft 62 via the clutch 70. On the other hand, when the clutch 70 is in the disengaged state, the torque input to the input shaft 61 is not transmitted to the output shaft 62.
The cover 625 is formed in a substantially annular shape, and is provided on the cylindrical portion 623 of the output shaft 62 so as to cover the pressure plate 76 on the side opposite to the friction plate 75.
In the present embodiment, the clutch device 1 includes a diaphragm spring 91 as a state changing portion instead of the piston 81. The diaphragm spring 91 is formed in a substantially annular shape, and is provided on the cover 625 so that an outer edge portion thereof abuts against the pressure plate 76. Here, the diaphragm spring 91 is formed such that the outer edge portion is located on the clutch 70 side with respect to the inner edge portion, and the gap between the inner edge portion and the outer edge portion is supported by the cover 625. Further, the diaphragm spring 91 urges the pressure plate 76 toward the friction plate 75 side through the outer edge portion. Thereby, the pressure plate 76 is pressed against the friction plate 75, and the friction plate 74 is pressed against the plate portion 622. That is, the clutch 70 is normally in the engaged state.
In the present embodiment, the clutch device 1 is normally in an engaged state, and is a so-called normally closed (normally closed) clutch device.
In the present embodiment, the return spring 92 and the release bearing 93 are provided instead of the return spring 82, the locking portion 83, and the thrust bearing 162.
The return spring 92 is, for example, a coil spring, and is provided in an annular recess 513 formed in a surface of the driven cam 50 opposite to the drive cam 40.
The release bearing 93 is provided between the return spring 92 and the inner edge portion of the diaphragm spring 91. The return spring 92 biases the release bearing 93 toward the diaphragm spring 91. The release bearing 93 axially supports the diaphragm spring 91 while receiving a load in the thrust direction from the diaphragm spring 91. The biasing force of the return spring 92 is smaller than the biasing force of the diaphragm spring 91.
As shown in fig. 13, when the ball 3 is positioned in the deepest portion of the drive cam groove 400 and the deepest portion of the follower cam groove 500, the distance between the drive cam 40 and the follower cam 50 is relatively small, and a gap Sp2 is formed between the release bearing 93 and the recess 513 of the follower cam 50. Therefore, the friction plate 74 is pressed against the plate portion 622 by the biasing force of the diaphragm spring 91, and the clutch 70 is in an engaged state, allowing transmission of torque between the input shaft 61 and the output shaft 62.
Here, when electric power is supplied to the coil 22 of the motor 20 under the control of the ECU10, the motor 20 rotates, torque is output from the reduction gear unit 30, and the drive cam 40 rotates relative to the housing 12. Thereby, the ball 3 rotates in the drive cam groove 400 and the follower cam groove 500. Therefore, the driven cam 50 moves relatively in the axial direction with respect to the drive cam 40, i.e., moves toward the clutch 70. Thereby, the gap Sp2 between the release bearing 93 and the recess 513 of the driven cam 50 is reduced, and the return spring 92 is compressed in the axial direction between the driven cam 50 and the release bearing 93.
When the driven cam 50 further moves toward the clutch 70, the return spring 92 is compressed to the maximum, and the release bearing 93 is pressed toward the clutch 70 by the driven cam 50. Thus, the release bearing 93 moves toward the clutch 70 against the reaction force from the diaphragm spring 91 while pressing the inner edge portion of the diaphragm spring 91.
When the release bearing 93 moves toward the clutch 70 while pressing the inner edge portion of the diaphragm spring 91, the inner edge portion of the diaphragm spring 91 moves toward the clutch 70, and the outer edge portion moves toward the opposite side to the clutch 70. Thereby, the friction plate 74 is separated from the plate portion 622, and the state of the clutch 70 is changed from the engaged state to the disengaged state. As a result, the transmission of torque between the input shaft 61 and the output shaft 62 is disconnected.
When the clutch transmission torque becomes 0, the ECU10 stops the rotation of the motor 20. Thereby, the state of the clutch 70 is maintained in the non-engaged state. Thus, the diaphragm spring 91 receives an axial force from the driven cam 50, and can change the state of the clutch 70 between the engaged state and the disengaged state according to the relative position of the driven cam 50 in the axial direction with respect to the drive cam 40.
As in embodiment 1, the clutch 70 is provided on the opposite side of the driven cam 50 from the drive cam 40, and changes between an engaged state and a disengaged state depending on the relative position of the driven cam 50 with respect to the drive cam 40 in the axial direction.
The configurations of the drive cam groove 400 and the driven cam groove 500 are the same as those of embodiment 1, and therefore, the description thereof is omitted.
As shown in fig. 13, in the present embodiment, as in embodiment 1, the drive cam groove 400 is formed so that at least a part thereof overlaps the reduction gear unit 30 in the axial direction of the drive cam 40.
More specifically, the drive cam groove 400 is formed such that the entire portion thereof overlaps with a ring gear 430, which is a "output member", which is a part of the reduction gear 30, in the axial direction of the drive cam 40. Therefore, the size of the clutch device 1 in the axial direction of the drive cam 40 can be reduced.
In the present embodiment, the speed reducer 30 further includes an extension portion 35 instead of the restricting portion 34. The extending portion 35 is formed integrally with the planetary gear 32 so as to extend in a cylindrical shape from the clutch 70 side end surface of the planetary gear 32 in the axial direction toward the clutch 70 side. The inner peripheral wall of the extension 35 is fitted to the outer peripheral wall of the bearing 154.
The idler cam 50 also has a recess 514. The recess 514 is formed to be recessed in a circular shape from an inner edge portion of one end surface 511 on the drive cam 40 side of the driven cam main body 51 toward the clutch 70 side. The end of the extension 35 on the clutch 70 side is located inside the recess 514.
Here, the drive cam groove 400 is formed such that the entire portion thereof overlaps with, in particular, the 2 nd external teeth 322 of the planetary gear 32 which is a part of the reduction gear 30 in the axial direction of the drive cam 40.
Further, a part of the extension portion 35 of the speed reducer 30 in the axial direction is located radially inside the driven cam groove 500 of the driven cam 50. That is, in the present embodiment, the driven cam groove 500 is formed so that at least a part thereof overlaps the extension portion 35, which is a part of the speed reducer 30, in the axial direction of the driven cam 50. Therefore, the size of the clutch device 1 in the axial direction of the drive cam 40 and the driven cam 50 can be reduced.
The present embodiment is similar to embodiment 1 with respect to the configuration other than the above points.
In this way, the present disclosure can also be applied to a normally closed clutch device. In the present embodiment, the maximum translational force equivalent to that in the normal state can be generated even by the lowered output torque which can be output by the motor 20 in which the 1 winding group is broken, and the normally closed clutch 70 can be completely opened.
(other embodiments)
In another embodiment, as long as the inclination angle of the groove bottom 403 of the emergency drive cam groove 402 is smaller than the inclination angle of the groove bottom 403 of the normal drive cam groove 401, the ratio of the tangent of the inclination angle of the groove bottom 403 corresponding to the circumferential movement distance DMd2 of the emergency drive cam groove 402 from the drive cam specific position PSd1 to the tangent of the inclination angle of the groove bottom 403 corresponding to the circumferential movement distance DMd1 of the normal drive cam groove 401 from the drive cam specific position PSd1 may be other than 1: 2. however, when the ratio is 1/2 or less, there is a possibility that an unnecessary rotation angle may occur in the drive cam 40 and the design constraint of the rotation direction may increase, and therefore the ratio is preferably 1: 2.
the ratio of the overall track circumference angle θ d2 of the emergency drive cam groove 402 to the overall track circumference angle θ d1 of the normal drive cam groove 401 may be other than 2: 1. however, when the ratio is 2 or more, since there is a possibility that the driving cam 40 generates an unnecessary rotation angle and the design restriction of the rotation direction increases, the ratio is preferably 2: 1.
further, as long as the inclination angle of the groove bottom 503 of the emergency cam groove 502 is smaller than the inclination angle of the groove bottom 503 of the normal cam follower groove 501, the ratio of the tangent of the inclination angle of the groove bottom 503 corresponding to the circumferential movement distance DMv2 of the emergency cam follower groove 502 from the cam follower specific position PSv1 to the tangent of the inclination angle of the groove bottom 503 corresponding to the circumferential movement distance DMv1 of the normal cam follower groove 501 from the cam follower specific position PSv1 may be other than 1: 2. however, when the ratio is 1/2 or less, there is a possibility that the idler cam 50 generates an unnecessary rotation angle and the design restriction of the rotation direction increases, and therefore the ratio is preferably 1: 2.
the ratio of the overall track circumference angle θ v2 of the emergency follower cam groove 502 to the overall track circumference angle θ v1 of the normal follower cam groove 501 may be other than 2: 1. however, when the ratio is 2 or more, there is a possibility that the idler cam 50 generates an unnecessary rotation angle and the design restriction of the rotation direction increases, so the ratio is preferably 2: 1.
in the above-described embodiment 2, an example is shown in which the emergency drive cam groove 402 is formed such that the distance between the center Od1 of the drive cam 40 and the groove bottom 403 becomes smaller as going from one side to the other side in the circumferential direction of the drive cam 40, and the emergency follower cam groove 502 is formed such that the distance between the center Ov1 of the follower cam 50 and the groove bottom 503 becomes smaller as going from one side to the other side in the circumferential direction of the follower cam 50. In contrast, in another embodiment, the emergency drive cam groove 402 may be formed such that the distance between the center Od1 of the drive cam 40 and the groove bottom 403 increases from one side to the other side in the circumferential direction of the drive cam 40, and the emergency follower cam groove 502 may be formed such that the distance between the center Ov1 of the follower cam 50 and the groove bottom 503 increases from one side to the other side in the circumferential direction of the follower cam 50.
In the above-described embodiment 3, the example is shown in which the drive cam flat groove 404 is formed to extend in the circumferential direction of the drive cam 40 from the end of the normal drive cam groove 401 opposite to the drive cam specific position PSd1, and the idler cam flat groove 504 is formed to extend in the circumferential direction of the idler cam 50 from the end of the normal idler cam groove 501 opposite to the idler cam specific position PSv 1. In contrast, in another embodiment, the drive cam flat groove 404 may be formed to extend from the end of the emergency drive cam groove 402 opposite to the drive cam specific position PSd1 in the circumferential direction of the drive cam 40, and the idler cam flat groove 504 may be formed to extend from the end of the emergency idler cam groove 502 opposite to the idler cam specific position PSv1 in the circumferential direction of the idler cam 50.
In other embodiments, the number of the drive cam grooves 400 and the driven cam grooves 500 is not limited to 3, and may be 4 or more, for example. The number of balls 3 is not limited to 3, and may be 4 or more depending on the number of the drive cam grooves 400 and the driven cam grooves 500.
In the above-described embodiment, an example is shown in which the spherical ball 3 is used as the "rolling element" provided between the drive cam 40 and the driven cam 50. In contrast, in other embodiments, the "rolling element" is not limited to a spherical shape, and for example, a cylindrical roller or the like may be used.
The present disclosure is not limited to a vehicle that runs by a driving torque from an internal combustion engine, and can be applied to an electric vehicle, a hybrid vehicle, or the like that can run by a driving torque from a motor.
In another embodiment, torque may be input from the 2 nd transmission unit and output from the 1 st transmission unit via the clutch. For example, when one of the 1 st transmission unit and the 2 nd transmission unit is non-rotatably fixed, the rotation of the other of the 1 st transmission unit and the 2 nd transmission unit can be stopped by bringing the clutch into the engaged state. In this case, the clutch device can be used as the brake device.
As described above, the present disclosure is not limited to the above embodiments, and can be implemented in various forms without departing from the scope of the present disclosure.
The present disclosure is described based on the embodiments. However, the present disclosure is not limited to the embodiment and the structure. The present disclosure also includes various modifications and equivalent variations. In addition, various combinations or forms, and further, combinations or forms including only one element or more or less thereof also fall within the scope or spirit of the present disclosure.

Claims (6)

1. A clutch device is provided, which comprises a clutch body,
the disclosed device is provided with:
a 1 st transmission unit (61);
a motor (20) having two winding groups (25, 26) and capable of outputting torque by energization to the winding groups;
a drive cam (40) having a plurality of drive cam grooves (400) formed in one end surface (411) of the drive cam and rotatable by the torque output from the motor;
a rotating body (3) provided to be rotatable in each of the plurality of drive cam grooves;
an idler cam (50) having a plurality of idler cam grooves (500) formed in one end surface (511) of the idler cam, the idler cam grooves and the drive cam grooves sandwiching the rotating body therebetween, the idler cam constituting a rotating body cam (2) together with the drive cam and the rotating body, the idler cam moving relatively in an axial direction with respect to the drive cam when the idler cam rotates relatively with respect to the drive cam;
a 2 nd transmission unit (62) for transmitting torque between the 1 st transmission unit and the 2 nd transmission unit; and
a clutch (70) that changes between an engaged state and a non-engaged state according to the relative position of the driven cam with respect to the axial direction of the drive cam, allows the transmission of torque between the 1 st transmission unit and the 2 nd transmission unit in the engaged state, and disconnects the transmission of torque between the 1 st transmission unit and the 2 nd transmission unit in the non-engaged state in which the driven cam is not engaged;
the drive cam groove includes:
a normal drive cam groove (401) extending from a drive cam specific position (PSd1) that is a specific position of the drive cam to one side in the circumferential direction of the drive cam, the groove bottom (403) being formed so as to be inclined with respect to one end surface (411) of the drive cam so that the depth thereof becomes shallower from the drive cam specific position to the one side in the circumferential direction of the drive cam; and
an emergency drive cam groove (402) extending from the drive cam specific position to the other side in the circumferential direction of the drive cam, a groove bottom (403) being formed to be inclined with respect to one end surface (411) of the drive cam so that a depth becomes shallower from the drive cam specific position to the other side in the circumferential direction of the drive cam, an inclination angle of the groove bottom (403) in the emergency drive cam groove with respect to the one end surface (411) of the drive cam being smaller than an inclination angle of the groove bottom (403) in the normal drive cam groove with respect to the one end surface (411) of the drive cam;
the driven cam groove includes:
a normal follower cam groove (501) extending from a follower cam specific position (PSv1) as a specific position of the follower cam to one side in the circumferential direction of the follower cam, the groove bottom (503) being formed so as to be inclined with respect to one end surface (511) of the follower cam so that the depth thereof becomes shallower from the follower cam specific position toward the one side in the circumferential direction of the follower cam; and
and an emergency driven cam groove (502) extending from the specific position of the driven cam to the other side in the circumferential direction of the driven cam, wherein a groove bottom (503) is formed to be inclined with respect to one end surface (511) of the driven cam so that the depth becomes shallower from the specific position of the driven cam toward the other side in the circumferential direction of the driven cam, and the inclination angle of the groove bottom (503) in the emergency driven cam groove with respect to the one end surface (511) of the driven cam is smaller than the inclination angle of the groove bottom (503) in the normal driven cam groove with respect to the one end surface (511) of the driven cam.
2. The clutch device according to claim 1,
a control unit (10) that controls the energization of the winding group and can control the operation of the motor;
in a normal state in which neither of the two winding groups is disconnected, the control unit controls the operation of the motor so that the rotating body rotates in the normal drive cam groove and the normal driven cam groove;
in an emergency when one of the two winding groups is disconnected, the control unit controls the operation of the motor so that the rotating body rotates in the emergency drive cam groove and the emergency driven cam groove.
3. The clutch device according to claim 1,
the ratio of the tangent value of the inclination angle of the groove bottom (403) of the emergency drive cam groove corresponding to the circumferential movement distance from the drive cam specific position to the tangent value of the inclination angle of the groove bottom (403) of the normal drive cam groove corresponding to the circumferential movement distance from the drive cam specific position is 1: 2;
the ratio of the tangent value of the inclination angle of the groove bottom (503) of the emergency driven cam groove corresponding to the circumferential movement distance from the specific position of the driven cam to the tangent value of the inclination angle of the groove bottom (503) of the normal driven cam groove corresponding to the circumferential movement distance from the specific position of the driven cam is 1: 2.
4. the clutch device according to claim 1,
the ratio of the overall circumferential angle (θ d2) of the track (LLd2) of the emergency drive cam groove to the overall circumferential angle (θ d1) of the track (LLd1) of the normal drive cam groove is 2: 1;
the ratio of the overall circumferential angle (θ v2) of the track (LLv2) of the emergency follower cam groove to the overall circumferential angle (θ v1) of the track (LLv1) of the normal follower cam groove is 2: 1.
5. the clutch device according to any one of claims 1 to 4,
the emergency drive cam groove is formed such that a distance (Rd1) between a center (Od1) of the drive cam and a groove bottom (403) changes from one side to the other side in the circumferential direction of the drive cam;
the emergency cam follower groove is formed such that the distance (Rv1) between the center (Ov1) of the cam follower and the groove bottom (503) varies from one side to the other side in the circumferential direction of the cam follower.
6. The clutch device according to any one of claims 1 to 4,
the drive cam groove has a drive cam flat groove (404) extending in the circumferential direction of the drive cam from an end portion of the normal drive cam groove or the emergency drive cam groove opposite to the specific position of the drive cam, and a groove bottom (403) is formed in parallel to one end surface (411) of the drive cam so that the depth in the circumferential direction of the drive cam is constant;
the driven cam groove has a driven cam flat groove (504) extending in the circumferential direction of the driven cam from an end portion of the normal driven cam groove or the emergency driven cam groove opposite to the specific position of the driven cam, and a groove bottom (503) is formed in parallel to one end surface (511) of the driven cam so that the depth in the circumferential direction of the driven cam is constant.
CN201980042180.0A 2018-07-06 2019-07-04 Clutch device Active CN112313422B (en)

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JP2018128691 2018-07-06
JP2018-128691 2018-07-06
JP2019-106249 2019-06-06
JP2019106249A JP7275874B2 (en) 2018-07-06 2019-06-06 clutch device
PCT/JP2019/026689 WO2020009192A1 (en) 2018-07-06 2019-07-04 Clutch device

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CN112610622B (en) * 2021-01-11 2023-05-26 重庆宗申发动机制造有限公司 Motorcycle engine clutch

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JPS60132128A (en) * 1983-11-30 1985-07-15 ボルグ・ワーナー・コーポレーシヨン Clutch driven plate assembly
JPH03505620A (en) * 1987-12-24 1991-12-05 オートモーチブ　プロダクツ　ピーエルシー Assembly of friction surface material and carrier and method for manufacturing the same
JPH0217947U (en) * 1988-07-21 1990-02-06
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