JP2001193758A - Automatic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic clutch using a multiple disc clutch for electromagnetic control of its tightening. SOLUTION: The automatic clutch comprises a clutch drum 11 fixed to a ring gear on an engine side and filled with an oil, a drive shaft 31 arranged at the axial center of the clutch drum 11 and connected to a transmission 153, a wet multiple disc clutch 1 arranged between a clutch hub 41 spline-connected onto the drive shaft 31 and the clutch drum 11, and an electromagnet 53 opposed to the clutch 1 for tightening the clutch 1. The clutch drum 11 has a lubricating and cooling trochoid pump 65 at the axial center and the electromagnet 53 automatically controls the tightening of the clutch 1 depending on the gear change condition of the transmission 153.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an automatic clutch used for a vehicle or the like.

[0002]

2. Description of the Related Art A conventional dry single-plate clutch used in a so-called manual transmission vehicle is disclosed in, for example, "Automechanic, Special Issue No. 145 May 1988".
A page as shown in FIG. 7 is disclosed in "Page" (published by Inside and Outside Publishing Co., Ltd.). A clutch having a diaphragm spring is often used in a clutch like this example because the pedal depression force can be suppressed low.

In FIG. 7, the left side of the clutch 201 is the engine side, and the right side is the transmission side.
A drive shaft (not shown) extending from the transmission side is arranged so as to penetrate through the shaft center of each member shown and penetrate into the crankshaft on the engine side. The clutch disk 203 is spline-connected to the drive shaft so as to be movable in the axial direction, and the facing 203a of the clutch disk 203 is arranged so as to be able to abut a flywheel fixed to the crankshaft.

A clutch cover 207 is arranged so as to surround the clutch disk 203 and a pressure plate 205 disposed adjacent to the clutch disk 203. The clutch cover 207 is fixed to a flywheel by an outer flange 207a. And the pressure plate 205
Each lug 205a is a hole 207b of the clutch cover 207.
As a result, the pressure plate 205 is rotatable integrally with the clutch cover 207 in the rotational direction, and is movably engaged in the axial direction.

[0005] A diaphragm spring 209 is arranged between the pressure plate 205 and the clutch cover 207. The diaphragm spring 209 is arranged such that the inner and outer peripheral portions are deformable with the intermediate diameter ring portion 211 as a fulcrum, the outer peripheral portion abuts on the pressure plate 205, and the inner peripheral portion 209 a abuts on the release bearing 213, and both members Is pressed in the opposite direction, and the clutch 201 is engaged.

When the clutch pedal is depressed, the piston of the master cylinder is pushed via a push rod if the operating mechanism of the clutch 201 is hydraulic. The hydraulic pressure generated by the movement of the piston then pushes the piston of the operating cylinder. Thus, the pedal depression force causes the release fork 215 having a fulcrum in the clutch housing to swing, and the bearing sleeve 217,
The inner peripheral portion 209a of the diaphragm spring 209 is moved toward the engine via the release bearing 213. Then, by the lever action of the diaphragm spring 209 itself, there is no force for pressing the pressure plate 205, and the engagement of the clutch 201 is released.

[0007]

However, when such a clutch 201 is used as, for example, an automatic starting clutch for a vehicle, as the wear of the facing 203a of the clutch disk 203 progresses, the fastening point of the clutch 201 changes and the Since the diaphragm spring 209 whose load / deflection characteristics change greatly is used,
There is a problem in that a movement amount sensor for the diaphragm spring 209 and feedback control corresponding to the movement amount are required.

Accordingly, an object of the present invention is to provide an automatic clutch that uses a multiple disc clutch to electromagnetically control the engagement thereof.

[0009]

According to a first aspect of the present invention, there is provided a case-like power transmission member fixed to a drive member on the engine side and filled with oil therein, A shaft-shaped member connected to a transmission arranged at an axis of the power transmission member for changing the rotational speed of the engine; a multi-plate clutch arranged between the two members to intermittently transmit power between the two members; And an electromagnet disposed opposite to the multi-plate clutch for engaging the clutch, wherein the electromagnet controls engagement of the multi-plate clutch in accordance with a shift operation state of the transmission. It is characterized by the following.

Therefore, there is no need for a hydraulic operating system member such as a cylinder and a piston as in the above-described conventional example, and there is no need for a structure corresponding to abrasion of the clutch disk, so that the clutch control mechanism has a simple structure. And maintainability is improved.

According to a second aspect of the present invention, there is provided the automatic clutch according to the first aspect, wherein the case-shaped power transmission member includes an oil pump, and the oil pump operates with rotation of the shaft-shaped member. It is characterized by doing.

Therefore, the same operation and effect as those of the first aspect of the invention can be obtained, and sufficient lubrication and lubrication can be achieved by operating the oil pump on the clutch plate for rotating the shaft member.
A cooling effect is obtained.

According to a third aspect of the present invention, there is provided the automatic clutch according to the first or second aspect, wherein the electromagnet causes the clutch to lightly operate when the gear position of the transmission is set. It is characterized by being fastened.

Accordingly, the same operation and effect as those of the first or second aspect of the invention can be obtained, and the vehicle is kept in the creep state because the clutch is lightly engaged when the transmission is shifted. As a result, the starting and acceleration properties are improved.

According to a fourth aspect of the present invention, there is provided the automatic clutch according to any one of the first to third aspects, wherein the electromagnet instantaneously moves in a direction opposite to a normal direction during a shifting operation of the transmission. It is characterized in that a current flows.

Therefore, the same operation and effect as those of any of the first to third aspects of the invention can be obtained, and a current flows instantaneously in the opposite direction to the electromagnet at the time of a gear shifting operation, so that the clutch is momentarily released. Thus, the switching operation can be performed smoothly, and the response to the switching operation is improved.

According to a fifth aspect of the present invention, there is provided the automatic clutch according to any one of the first to fourth aspects, wherein the automatic clutch is disposed between the core of the electromagnet and the multi-plate clutch. A magnetic member constituting a part is provided, and the magnetic member is fixed to a stationary casing.

Therefore, the same operation and effect as those of the first aspect can be obtained.

Conventionally, the magnetic member disposed between the core of the electromagnet and the multi-plate clutch is a rotating member, and relative rotation occurs between the core disposed on the stationary side and the magnetic member. It was necessary to provide an appropriate air gap between them so as not to contact each other.

In order to reduce the magnetic loss of the magnetic circuit and to increase the torque transmission capacity of the multi-plate clutch with a small electromagnet and a small exciting current, it is necessary to narrow the air gap having a large magnetic resistance, so that the processing accuracy and It is difficult to manage the air gap, including the ease of assembly, leading to increased costs.

However, in the structure of claim 5, since the magnetic member is fixed to the stationary casing, relative rotation with respect to the core does not occur, so that the management of the air gap becomes extremely easy, and the cost related to the management of the air gap is reduced. Is greatly reduced.

Further, the air gap can be eliminated, the magnetic loss is greatly reduced, and the torque transmission capacity of the automatic clutch is increased accordingly.

Also, the size and weight of the electromagnet can be reduced,
The on-board performance of the clutch is improved.

Further, the exciting current can be reduced, the load on the vehicle-mounted battery is reduced, and the fuel efficiency of the engine is improved.

According to a sixth aspect of the present invention, there is provided the automatic clutch according to any one of the first to fifth aspects, wherein the clutch chamber-side member is fixed to a stationary casing and houses the multi-plate clutch. And a case member forming an oil reservoir between the oil pump and the oil pump, wherein the oil pump sucks oil from the oil reservoir and supplies the oil to the multi-plate clutch from the radial inside.

Therefore, the same operations and effects as those of the first aspect can be obtained.

In addition to this, a centrifugal force is applied to the oil applied to the multiple disc clutch from the radial inside, so that the amount of circulating oil increases and the lubrication and cooling effects are improved.

Further, the case member is a fixed member, and the centrifugal force applied to the oil in the oil reservoir is reduced, so that the suction resistance applied to the oil pump for sucking the oil in the oil reservoir from the radially inner side is reduced accordingly, and the oil is reduced. Easy to inhale.

Therefore, even if the amount of oil is reduced, the oil pump can sufficiently suck the oil.

Also, by reducing the amount of oil,
As the automatic clutch becomes cheaper and lighter,
Oil stirring resistance is reduced, and torque transmission efficiency is improved.

Further, if an oil plug is provided on the case member, which is a fixing member, oil can be exchanged very easily.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] A first embodiment of the present invention will be described with reference to FIG. 1 and FIGS. FIG. 1 is a sectional view of the present embodiment, and FIGS. 3 to 5 are skeleton diagrams of a vehicle to which the clutch 1 (automatic clutch) of the present embodiment is applied. FIG. 6 is a flowchart of engagement control of the clutch 1 (hereinafter, simply referred to as a clutch).

FIG. 3 shows a vertical engine 1 of a so-called FR vehicle.
FIG. 5 is a skeleton diagram showing a clutch 51 applied between a transmission 51 and a transmission (transmission) 153. The transmission 153 is of a normal manual shift type. Transmission 1 via clutch 1
The driving force input to 53 is further applied to propeller shaft 1
55, rear differential 157, left and right rear wheels 159, 16
1 is transmitted. Note that the transmission may not be a manual shift type but may be a CVT (stepless speed change type).

FIG. 4 shows a horizontal engine 17 of an FF vehicle.
FIG. 4 is a skeleton diagram showing a clutch 1 applied between a transmission 1 and a transmission 173. The transmission 173 is of a manual shift type as in the case of FIG. Transmission 1 via clutch 1
The driving force input to 73 is transmitted to transaxle 1
The light is transmitted to the left and right front wheels 177 and 179 via the line 75.
The transmission in this case is also C as in the case of FIG.
It may be a VT (stepless speed change type).

Further, FIG. 5 shows an example in which the clutch 1 is applied between the output shaft 187 of the transmission 185 following the engine 181 and the primary reduction mechanism 183 of the motorcycle and the driving force transmission mechanism 191 to the rear wheel 189. It is a skeleton diagram shown. The transmission may be a CVT (continuously variable transmission).

As shown in FIG. 1, a ring gear 5 is fixed to a crankshaft 3 of an engine (not shown) by bolts 7. Further, a clutch drum 11 (a case-shaped power transmission member) is fixed to the ring gear 5 by bolts 13. A cylindrical cover 15 is fitted around the clutch drum 11, and an O-ring 1 is provided between the two members 11 and 15.
7 and 19 are sealed. The cover 15 is provided with a drain plug 21.

Opening 11a at the right end of clutch drum 11
, A rotor 23 is inserted therein, and the rotor 23 is integrated in a rotational direction by a convex portion 23 a provided on an outer periphery thereof, and is positioned in the axial direction by a retaining ring 25. Rotor 2
3 is supported on a drive shaft 31 (shaft-shaped member) of a transmission 153 (hereinafter, the transmission is represented by the transmission 153 in FIG. 3) via a bearing 27.
The space between the rotor 23 and the clutch drum 11 is sealed by an O-ring 33. Reference numeral 35 denotes a ring-shaped non-magnetic material, whose inner and outer circumferences are copper-brazed to the rotor 23.

A drive shaft 31 is provided in a clutch chamber 37 surrounded by the rotor 23 and the clutch drum 11.
The clutch hub 41 is spline-connected on the upper side, and a wet clutch plate 43 is disposed between the outer peripheral portion 41 a of the clutch hub 41 and the inner periphery of the clutch drum 11. An armature 45 is arranged adjacent to the left side of the clutch plate 43. The outer periphery of the armature 45 is connected to the inner periphery of the clutch drum 11 in the rotational direction, and is movable in the axial direction. A torsion spring 47 as a damper against rotation fluctuation is interposed between the outer peripheral portion 41a of the clutch hub 41 and the boss portion 41b on the shaft center side.

On the other hand, a clutch housing 51 (stationary casing) covering the clutch 1 is fixed to a cylinder block (not shown) of the engine. The core 55 of the electromagnet 53 is fixed to the right end vertical wall portion 51a of the clutch housing 51, and is inserted into the concave portion 23c of the rotor 23 while maintaining a predetermined radial gap (air gap). In addition,
Wiring from a power supply (not shown) is connected to the electromagnet 53. The engagement control of the clutch 1 is performed by a controller (not shown) based on the detection information of each sensor.

The vertical wall 5 of the clutch housing 51
A predetermined amount of ATF for lubrication and cooling (hereinafter referred to as oil) is filled into the clutch chamber 37 from outside through an oil passage 51b provided in the clutch chamber 1a.

An oil seal 5 is provided between the vertical wall portion 51a and the outer periphery of the hollow cylindrical portion 23b of the rotor 23 on the axial center side.
7 is disposed to prevent oil in the clutch chamber 37 from leaking. Further, an oil seal 61 having a double lip is arranged between the axial center side of the vertical wall portion 51a and the drive shaft 31 so that the oil in the clutch chamber 37 and the gear oil on the transmission 153 side are not mixed. ing.

The left end wall 11 of the clutch drum 11
A trochoid pump 65 (oil pump) is arranged in the pump chamber surrounded by the wall 11b and the plate 63 at the axis of b. The inner rotor 67 is spline-connected on the drive shaft 31 and the drive shaft 31
And rotate together. On the other hand, the outer rotor 69 meshing with the outer rotor 69 is disposed eccentrically with respect to the rotation axis of the inner rotor 67, and its outer periphery is slidable with the clutch drum 11. The trochoid pump 65 operates when the inner rotor 67, that is, the drive shaft 31 rotates.

At this time, the oil is supplied to the suction port 6 on the rotation shaft center side.
5a, and is discharged into the recess 15a of the cover 15 through the discharge port 65b and the oil passage 11c provided in the clutch drum 11, and the clutch plate 43, the bearing 2
7 and the oil seals 57 and 61 are lubricated.

Next, the engagement operation of the clutch 1 and its engagement control will be described.

FIG. 6 is a flowchart showing the engagement control operation of the clutch 1 from the stop state immediately before the start of the vehicle.

As shown in FIG. 6, when the engine is started, in step S1, the controller determines whether or not the shift lever of the transmission 153 (T / M in FIG. 6) is at the neutral position. If there is, electromagnet 53
Is not energized (step S2). Therefore, at this time, the clutch 1 is in the OFF state.

On the other hand, if the shift lever is not in the neutral position and is shifted (the speed gear is set), step S
At 3, it is determined whether or not the brake pedal is depressed,
If the pedal is depressed, the electromagnet 53 is not energized (step S
4).

If the brake pedal has not been depressed in step S3, the gradient of the road surface when the vehicle is stopped is determined in step S5. When the ascending gradient is detected, the gradient is calculated to determine a current value that can prevent the vehicle from moving backward.
An electric current is supplied (step S6). Thereby, a magnetic path as shown by a loop A in FIG. 1 is formed, the armature 45 is attracted and moves rightward, and the clutch 1 is engaged according to the current value. Thus, even if the brake pedal is not depressed on the uphill road, the vehicle can be stopped without retreating by appropriately engaging the clutch 1.

At this time, the trochoid pump 65 is
Since the clutch plate 43 operates in accordance with the rotation of the inner rotor 67, the sliding clutch plate 43 is sufficiently lubricated and cooled.

If it is determined in step S5 that the road surface at the time of stopping is not an uphill slope, the controller determines whether the road surface is flat (step S7).
To cause a small current to flow through the electromagnet 53. Thereby, the clutch 1
Is lightly tightened, so that the vehicle is in a state of creep. Therefore, it is only necessary to stop the vehicle by depressing the brake pedal lightly, and there is no fatigue.

If the surface is not flat in step S7, it is determined that the vehicle is descending downhill without the need to depress the brake, so that no current is supplied to the electromagnet 53 (step S9).

When switching the speed stage of the transmission 153, a current is momentarily applied to the electromagnet 53 in the reverse direction. Thereby, the response to the switching operation is improved, and the switching operation can be performed smoothly.

As described above, according to the present embodiment, the hydraulic operating system members such as the cylinder and the piston as in the above-mentioned conventional example become unnecessary, and a structure corresponding to the wear of the clutch plate 43 becomes unnecessary. The mechanism can have a simple configuration, and the maintainability is improved.

Further, a sufficient lubrication and cooling effect can be obtained by operating the trochoid pump 65 for the clutch plate 43 for rotating the drive shaft 31.

Further, when the transmission 153 is shifted, the clutch 1 is lightly engaged and the vehicle is kept in a creep state, so that the response to an increase in the throttle opening of the engine is good and the vehicle starts and accelerates. The performance is improved.

Further, a current flows instantaneously in the reverse direction to the electromagnet 53 during the shift operation, so that the engagement of the clutch 1 is momentarily released and the response to the switching operation is improved, so that the switching operation can be performed smoothly.

Further, since the trochoid pump 65 is housed compactly, the layout is easy and the size can be reduced.

[Second Embodiment] A second embodiment of the present invention will be described with reference to FIGS. FIG. 2 is a cross-sectional view showing a clutch 101 (automatic clutch) of the present embodiment. This clutch 101 is arranged at the same location as the clutch 1 of the above embodiment in the vehicles of FIGS. The operation of the clutch 101 is performed in accordance with the flowchart of FIG. Engines 151 and 173 (FIGS. 3 and 4) are arranged on the left side of FIG.
Transmissions 153 and 173 are arranged on the right side.

In the following, members having the same functions as those of the clutch 1 will be given the same reference numerals and quoted, and redundant description of the clutch 1 will be omitted. Further, members and the like without reference numerals are not shown.

Inside the clutch housing 51, a cover 103 (a case member forming an oil reservoir) and a partition member 105 (a magnetic member) are fixed by bolts 107, and a compartment 109 is formed therebetween. ing.

An intermediate shaft 111 is fixed to the crankshaft 3 with bolts 113, and this intermediate shaft 111 penetrates the cover 103. Further, the drive shaft 31 penetrates the partition wall member 105.

The clutch drum 11 (case-shaped power transmission member: clutch chamber side member) is composed of a plate 115 and a drum 117 spline-connected to the outer periphery of the plate 115. The clutch chamber 37 is located between the clutch drum 11 and the partition member 105. Is formed.

The plate 115 is a ball bearing 119
Supported by the cover 103. The ball bearing 119 is of a non-sealing type and allows oil to freely pass therethrough. The intermediate shaft 111 is the plate 1
15 is spline-connected to the inner periphery of the boss 121.

An oil seal 123 is disposed between the drive shaft 31 and the partition member 105, an oil seal 125 is disposed between the cover 103 and the boss 121, and an intermediate shaft 111 and the boss 121. O-ring 1 between
27 are arranged. The clutch chamber 37 and the compartment 109 are sealed by the oil seals 123 and 125 and the O-ring 127 to prevent the oil sealed therein from mixing with the transmission oil of the transmissions 153 and 173.

The trochoid pump 65 includes the inner rotor 6
7 is spline-connected to the drive shaft 31, and the outer rotor 69 is arranged so that its outer periphery is slidable with the plate 115 of the clutch drum 11, and is driven by differential rotation between the crankshaft 3 and the drive shaft 31.

An oil passage 129 is provided in the plate 115, and a board is provided between the cover 103 and the clutch drum 11.
An oil passage 131 (oil reservoir) is provided through the oil bearing 119. The drum 117 has an oil passage 1
33 are provided. These oil passages 129, 131,
133 connects the clutch chamber 37 to the compartment 109.

A thrust washer 135 is disposed between the clutch plate 43 and the compartment member 105 to prevent them from sliding directly.
Numeral 3 is disposed on the thrust washer 135 side to increase the lubrication and cooling efficiency.

The trochoid pump 65 sucks oil from the oil passage 129 and applies oil to the clutch plate 43 and the like from the radial inside to lubricate and cool. At this time, a centrifugal force is applied to the oil, so that the amount of oil circulation increases accordingly, and the lubrication and cooling effects are improved.

The oil that has lubricated and cooled the clutch plate 43 is discharged from the oil passage 133 of the drum 117 to the outside of the clutch chamber 37, returns to the oil passage 131, is sucked into the trochoid pump 65 from the oil passage 129, and Circulate through a simple circuit.

Further, the cover 103 constituting the oil passage 131
Since the cover 103 is a fixed member of the clutch drum 11, the centrifugal force acting on the oil in the oil passage 131 is reduced accordingly. Therefore, the suction resistance applied to the trochoid pump 65 that sucks oil inside the oil passage 131 in the radial direction is reduced accordingly, and the oil is easily sucked.

Therefore, even if the amount of oil sealed in the clutch chamber 37 and the compartment 109 is reduced to 70 to 80% of the conventional amount, the trochoid pump 65 can sufficiently suck the oil.

If the amount of oil is reduced, the clutch 10
1 is lower in cost and weight, and the oil stirring resistance is reduced, so that the torque transmission efficiency of the clutch 101 is improved.

A drain plug 137 for draining oil from the clutch chamber 37 and the compartment 109 is mounted below the cover 103 in the direction of gravity. Also, the cover 103
An oil plug for injecting oil into the clutch chamber 37 and the compartment 109 is attached to the upper part in the gravitational direction.

By providing the oil plug and the drain plug on the cover 103, which is a fixed member, the oil exchange becomes extremely easy, and since these plugs are not provided on the rotating member, the rotation balance is not adversely affected.

The core 55 of the electromagnet 53 is
Are arranged via a predetermined radial gap (air gap). The partition member 105 has a ring 35 made of a nonmagnetic material that divides the outside and the inside in the radial direction.
Is copper brazed on the inner and outer circumferences to prevent magnetic short circuit.

When the electromagnet 53 is excited, the clutch plate 43
Is pressed between the armature 45 and the thrust washer 135 (partition member 105), and the clutch 101 is engaged.

At this time, the sliding surface of the thrust washer 135 is sufficiently lubricated and cooled by the oil passing through the oil passage 133 as described above.

Thus, in the present embodiment, the partition member 10
Since the fixing member 5 does not cause relative rotation with the core 55, they may be in contact with each other.

Therefore, unlike the case where these rotate relative to each other, the management of the gap including the processing accuracy and the assembling property becomes extremely easy, and the cost is greatly reduced.

Further, since it is possible to eliminate the radial gap, the magnetic loss of the magnetic circuit is greatly reduced, and the torque transmission capacity of the clutch 101 is increased accordingly.

Since the magnetic loss is greatly reduced,
The size and weight of the electromagnet 53 can be reduced, and the clutch 101
The load on the on-vehicle battery is reduced because the on-vehicle performance is improved and the exciting current can be reduced.
The fuel efficiency of 173 is improved.

The amount of oil circulated to the clutch plate 43 increases due to the centrifugal force, so that the lubrication and cooling effects are improved.

Further, by forming one side member of the oil reservoir (oil passage 131) as the cover 103 which is a fixing member,
Since the centrifugal force applied to the oil becomes smaller, the trochoid pump 65 can sufficiently suck the oil even if the oil amount is reduced.

Also, by reducing the amount of oil,
Since the clutch 101 is low in cost and lightweight, and the oil stirring resistance is reduced, the clutch 101
Torque transmission efficiency is improved.

Since the oil is circulated between the clutch chamber 37 and the oil passage 131, for example, the clutch 1 does not require the oil discharge oil passage 11c provided on the clutch drum 11. The clutch housing 51 is used to fill the clutch chamber 37 with oil.
Is unnecessary.

Therefore, the machining cost is reduced, and the on-boardability of the clutch 101 is further improved by reducing the size and weight of the clutch drum 11 and the clutch housing 51.

[0087]

As is apparent from the above description, according to the first aspect of the present invention, the hydraulic operating system members such as the cylinder and the piston as in the conventional example become unnecessary, and the wear of the clutch disk facing is reduced. Since the configuration corresponding to the above is unnecessary, the control mechanism of the clutch can be simplified, and the maintainability is improved.

According to the invention described in claim 2, according to claim 1
The same effect as that of the invention is obtained, and a sufficient lubrication / cooling effect is obtained by operating the oil pump on the clutch plate for rotating the shaft member.

According to the invention described in claim 3, according to claim 1
Or, the same effect as the invention of claim 2 is obtained,
Since the clutch is lightly engaged when the transmission is being shifted, the vehicle can be kept in a creep state, so that the starting and acceleration characteristics are improved.

According to the invention set forth in claim 4, according to claim 1
The same effect as that of any one of the inventions according to any one of claims to 3 is obtained, and the current flows in the electromagnet instantaneously in the reverse direction during the gear shifting operation, so that the clutch 1 is momentarily released, and the switching operation can be smoothly performed. The response to the switching operation is improved.

According to the invention set forth in claim 5, according to claim 1,
Since the same operation and effect as those of any one of the fourth to fourth aspects of the invention are obtained, and the relative rotation does not occur between the core and the magnetic member disposed between the core of the electromagnet and the multi-plate clutch. The gap management between the two is greatly facilitated and costs are reduced accordingly.

Further, it is possible to greatly reduce the magnetic loss by eliminating the gap, to increase the torque transmission capacity of the clutch, to reduce the size and weight of the electromagnet, to improve the on-board performance of the clutch, and to improve the exciting current. And the load on the onboard battery is reduced, and the fuel efficiency of the engine is improved.

According to the invention described in claim 6, according to claim 1,
The same operations and effects as those of the invention of any one of claims 5 to 5 are obtained, and the amount of oil applied to the multi-plate clutch is increased by centrifugal force, so that the lubrication and cooling effects are improved.

Further, since the suction efficiency of the oil pump is improved by utilizing the centrifugal force, even if the oil amount is reduced, the oil pump can sufficiently suck the oil. Accordingly, the cost and weight are reduced, the oil stirring resistance is reduced, and the torque transmission efficiency is improved.

Further, if an oil plug is provided on the case member which is a fixing member, the oil can be easily changed.

[Brief description of the drawings]

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

FIG. 2 is a sectional view of a second embodiment of the present invention.

FIG. 3 is a skeleton diagram of an FR vehicle to which the automatic clutch of each embodiment is applied.

FIG. 4 is a skeleton diagram of an FF vehicle to which the automatic clutch of each embodiment is applied.

FIG. 5 is a skeleton diagram of a motorcycle to which the automatic clutch of each embodiment is applied.

FIG. 6 is a flowchart of an automatic clutch engagement control of each embodiment.

FIG. 7 is an exploded perspective view of a conventional clutch.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1, 101 Clutch (automatic clutch) 5 Ring gear 11 Clutch drum (Case-shaped power transmission member: Clutch chamber side member) 11c, 51b Oil passage 15 Cover 17, 19, 33 O-ring 23 Rotor 31 Drive shaft (Shaft-shaped member) 37 Clutch chamber 41 Clutch hub 43 Clutch plate 45 Armature 47 Torsion spring 51 Clutch housing (stationary casing) 51a Vertical wall 53 Electromagnet 55 Core 57, 61 Oil seal 63 Plate 65 Trochoid pump (oil pump) 103 Cover (oil pool) Case member to be formed) 105 Partition member (magnetic member) 131 Oil passage (oil pool) 153, 173, 185 Transmission (transmission)

Claims (6)

[Claims] 1. A case-like power transmission member fixed to a drive member on the engine side and filled with oil therein, and a transmission arranged at an axial portion of the case-like power transmission member to change the rotation speed of the engine. A coupled shaft-shaped member, a multi-plate clutch disposed between the two members for intermittently transmitting power between the two members, and an electromagnet disposed opposite to the multi-plate clutch to fasten the clutch. An automatic clutch, wherein the electromagnet controls engagement of the multi-plate clutch according to a shift operation state of the transmission. 2. The automatic clutch according to claim 1, wherein the case-shaped power transmission member includes an oil pump, and the oil pump operates with rotation of the shaft-shaped member. clutch. 3. The automatic clutch according to claim 1, wherein the electromagnet lightly engages the clutch when a gear position of the transmission is set. Automatic clutch. 4. The automatic clutch according to claim 1, wherein a current flows in the electromagnet instantaneously in a direction opposite to a normal direction during a shift operation of the transmission. Automatic clutch. 5. The automatic clutch according to claim 1, wherein the magnetic member is disposed between a core of the electromagnet and the multi-plate clutch and forms a part of a magnetic circuit. An automatic clutch, wherein the magnetic member is fixed to a stationary casing. 6. The automatic clutch according to claim 1, wherein the oil reservoir is fixed to a stationary casing and a clutch chamber side member accommodating the multi-plate clutch. An automatic clutch, comprising: a case member to be formed; wherein the oil pump sucks oil from the oil sump and supplies oil to the multi-plate clutch from a radially inner side.