JP2003021170A - Electromagnetic clutch device, and power transmitting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce energy consumption in an electromagnetic clutch device. SOLUTION: In an electromagnetic clutch A-C/L, when a fastening mechanism 65 is fastened and operated, a sub clutch 64 is fastened to regulate rotation of a second rotor 62 to relatively turn the second rotor 62 and a first rotor 61. Thus, a cam mechanism 63 performs boosting output, and the first rotor 61 presses a main clutch 60 to fasten a main clutch 60, thereby transmitting torque between an input member and an output member. The fastening mechanism 65 comprises an armature 651 disposed adjacently to the sub clutch 64, a spring 652 for pressing the armature 651 in the direction of fastening the sub clutch, an electromagnetic solenoid 653 for operating a suction force against the pressing force by the spring 652, and a regulating surface 654 for regulating movement of the second rotor 62 at a predetermined position.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch device for switching between a state in which torque is transmitted and a state in which torque is not transmitted, and a power transmission device equipped with this clutch device.

[0002]

2. Description of the Related Art Conventionally, as an electromagnetic clutch device, there is known a device for switching between a two-wheel drive state and a four-wheel drive state, such as the device of Japanese Patent No. 2992336.
This conventional device is provided with a main clutch capable of transmitting torque between an input member and an output member, and a first clutch provided on either one of the input member and the output member so as to be relatively movable in the axial direction and the relative rotation is restricted. One rotating body, a second rotating body that is opposed to the first rotating body and is rotatable relative to the first rotating body, and both rotating bodies are relatively displaced in the rotation direction between the two rotating bodies. Accordingly, a cam mechanism that outputs a boost in the axial direction to relatively displace both rotary bodies in the axial direction, and the other member of the input member and the output member and the second rotary member, respectively. There is known a device including a sub-clutch that restricts relative rotation between the second rotating body and the other member in a mounted and fastened state, and an electromagnetic solenoid that fastens and unfastens the sub-clutch.

In this prior art, when the electromagnetic solenoid is energized, the sub-clutch is engaged and the rotation of the second rotating body is restricted, whereby the second rotating body and the first rotating body rotate relative to each other. The cam mechanism outputs a boosted force so that the first rotating body pushes the main clutch to engage the main clutch to allow torque transmission between the input member and the output member, and to stop energizing the electromagnetic solenoid. Then, the engagement of the sub-clutch is released, whereby the first rotating body and the second rotating body rotate together, the boosting output of the cam mechanism is stopped, the main clutch is released, and the input member and the output member are released. The torque transmission between the two is released.

Further, generally, in an automobile equipped with an automatic transmission, a torque converter is used as a power transmission device between an engine as a power source and the automatic transmission.
Such a technique is described, for example, on page 149 of the 9th volume of Automotive Engineering (published on November 20, 1980 by Sankaido Co., Ltd.). Also, as another power transmission means,
A clutch is known, and an automatic clutch system that automatically connects and disconnects the clutch as required due to the requirement of simplicity of operation is also proposed. As such a configuration, a dry single plate clutch is used. Is known.

[0005]

By the way, in the above-mentioned conventional electromagnetic clutch device, since the electromagnetic clutch device is operated when temporarily set to the four-wheel drive state, the electromagnetic solenoid is temporarily operated. However, when this conventional technique is used as a means for constantly transmitting power, there is a problem in that energization time becomes long and energy consumption increases.

Further, in the conventional power transmission device, since the torque converter transmits the power through the fluid, there is a problem that power loss occurs due to slippage and fuel consumption is poor. On the other hand, the means using the clutch is less likely to cause power loss, but it is an advantage of the torque converter that the low speed
High torque transmission is difficult. In other words, in order to transmit low-speed / high-torque, the friction surface is slid to transmit torque, but heat is generated in this way, so-called creeping travel that gradually progresses due to engine idling rotation, and climbing. It is difficult to perform what is called a hill hold that stops on a slope.

Therefore, the inventor of the present invention has invented that the planetary gears are used to enable low speed and high torque transmission and to achieve both improvement of fuel consumption by eliminating power loss. However, in this new power transmission device using a planetary gear, new problems have arisen to reduce energy consumption and make the overall configuration compact.

The present invention has been made by paying attention to the above-mentioned conventional problems, and has an object to reduce energy consumption in an electromagnetic clutch device, and at the same time, has excellent torque transmission efficiency and low speed / high speed. A new power transmission device equipped with a planetary gear that enables torque output and can perform start / creep running and hill hold especially when applied to a vehicle, which is compact and advantageous for vehicle mounting, and reduces energy consumption. The purpose is to.

[0009]

In order to achieve the above object, the invention according to claim 1 is mounted on an input member and an output member respectively, and torque can be transmitted between the input member and the output member in a fastening state. A main clutch and a main clutch that is provided adjacent to the main clutch so as to be able to press the main clutch, and is relatively movable in the axial direction and restricted in relative rotation by either one of the input member and the output member. A first rotating body provided, a second rotating body facing the first rotating body so as to be rotatable relative to the first rotating body, and both rotating bodies provided between these rotating bodies to rotate. Cam mechanism that outputs a boost in the axial direction and relatively displaces both rotating bodies in the axial direction with relative displacement in the direction, and the other member of the input member and the output member and the second rotation When attached to the body and fastened together, A sub-clutch that restricts relative rotation between the rotating body and the other member and a fastening mechanism that engages and disengages the sub-clutch are provided, and when the fastening mechanism is engaged and operated, the sub-clutch is engaged. By restricting the rotation of the two rotary bodies, the second rotary body and the first rotary body rotate relative to each other, whereby the cam mechanism outputs a boosted force, and the first rotary body pushes the main clutch to open the main clutch. When they are fastened to each other so that torque can be transmitted between the input member and the output member, and when the fastening operation of the fastening mechanism is released, the sub-clutch is released, whereby the first rotating body and the second rotating body are released. In the electromagnetic clutch device in which the boost output of the cam mechanism is stopped and the main clutch is released to release the torque transmission between the input member and the output member. An armature provided adjacent to the clutch on the other member so that the sub-clutch can be pressed so as to be movable in the axial direction, a spring that presses this armature in the sub-clutch engaging direction, and a spring that energizes the armature when energized. An electromagnetic solenoid that applies a suction force in the sub-clutch engagement release direction against the pressing force of
A regulation surface that regulates the movement of the second rotating body in the pressing direction of the spring at a predetermined position.

Further, in the invention according to claim 2,
The electromagnetic clutch device according to claim 1, wherein a mounting position of a member that performs a cam action of the cam mechanism is arranged inside a plate effective radius of the sub clutch and an effective radius of the main clutch. And

The invention described in claim 3 is the same as claim 1.
Alternatively, in the electromagnetic clutch device according to the second aspect, the cam mechanism includes a plurality of thrust rollers rotatably held in one of the first rotating body and the second rotating body in a radially rotatable manner,
The other of the rotating body and the second rotating body is provided with a cam groove radially formed on the facing surface of the thrust roller.

The invention according to claim 4 is the same as claim 1.
The electromagnetic clutch device according to any one of claims 1 to 3, wherein a plurality of the springs are installed in the radial direction.

In order to achieve the above-mentioned object, the invention according to claim 5 is a planetary gear provided between an input shaft for transmitting torque from a power source and an output shaft for outputting torque, and An inner clutch provided between the carrier of the planetary gear and the input shaft, a rear clutch provided between the carrier and the output shaft, and provided between the input shaft and the sun gear of the planetary gear. An outer clutch and braking means for fixing and releasing the ring gear, wherein the input member of the inner clutch and the input member of the outer clutch are coupled to the input shaft, and the inner clutch is provided. An output member of the outer clutch is connected to the carrier, an output member of the outer clutch is connected to the sun gear, and at least the inner clutch, the outer clutch, and the rear clutch are connected. Also, the electromagnetic clutch device according to any one of claims 1 to 4 is used as one of the means.

The invention according to claim 6 is the same as claim 5
In the power transmission device described in the above item 1, torque is input to the input shaft from an engine of a vehicle, and torque is output to the transmission of the vehicle from the output shaft.

Further, in the invention according to claim 7,
7. The power transmission device according to claim 6, wherein a carrier connection circular pipe portion is provided outside the output shaft and is coupled to the carrier at a distance, and the carrier connection circular pipe portion is provided at a space outside the carrier connection circular pipe portion. An input circular pipe coupled to the input shaft is provided, a sun gear circular pipe portion coupled to the sun gear is provided outside the input circular pipe with a space, and the rear clutch is configured to connect the carrier connecting circular pipe portion. The input clutch is provided between the carrier connecting circular pipe and the output shaft with the output shaft as the output member, and the inner clutch uses the input circular pipe as the input member and the carrier connecting circular pipe portion as the output member. Between the carrier connecting circular pipe and the input circular pipe, the outer clutch uses the input circular pipe as an input member, and the sun gear connecting circular pipe portion as an output member between the sun gear connecting circular pipe and the input circular pipe. Provided in And said that you are.

Further, in the invention described in claim 8,
The power transmission device according to claim 7, wherein a rotor of the generator motor configured to transfer energy between the stator and the rotor is attached to the outer circumference of the sun gear connecting circular pipe, and the stator is attached to the housing. It is characterized by

The invention according to claim 9 is the same as that of claim 8.
In the power transmission device according to the item (1), on the outer circumference of the sun gear connection circular pipe portion, both axial sides sandwiching the rotor are supported by the housing via bearings, and the air chambers on the generator motor side are positioned adjacent to the bearings. And a seal member for partitioning the oil chamber on the side of each clutch.

[0018]

In the electromagnetic clutch device according to the first aspect of the present invention, when the electromagnetic solenoid is not energized, the armature is urged by the spring to push the sub-clutch in the engaging mechanism, and the pressing force is applied to the sub-clutch. The second rotating body on the opposite side of the clutch is received by being restricted in movement by the restricting surface. Therefore, the sub-clutch is sandwiched between the amateur and the second rotating body and is engaged.

When the sub-clutch is thus engaged,
The rotation of the second rotating body is restricted, so that relative rotation occurs between the second rotating body and the first rotating body that have been entrained until then, and a cam provided between the two rotating bodies. The mechanism operates to output the boosted force and push the first rotating body toward the main clutch. Therefore, the main clutch is engaged, and the input member and the output member rotate integrally.

On the other hand, when the electromagnetic solenoid is energized, the amateur is attracted against the biasing force of the spring. Therefore, the pressing force applied to the sub-clutch by the spring is removed, and the engagement of the sub-clutch is released. When the engagement of the sub-clutch is released, the restraining force on the second rotating body disappears, and the second rotating body is rotated together with the first rotating body. Therefore, the cam mechanism does not output the boosted force, and the axial pressing force does not occur on the first rotating body. Therefore, the engagement of the main clutch is released.

As described above, in the electromagnetic clutch device according to the present invention, the main clutch is engaged in the non-energized state to transmit the torque between the input member and the output member. Energy consumption at the time of transmission can be reduced.

According to the second aspect of the present invention, the position of the member that performs the cam action in the cam mechanism is input and output with respect to the first rotating body and the second rotating body that sandwich the cam mechanism. The sub-clutch and the main clutch are arranged inside the effective radius of each plate. Since the output of the cam mechanism is inversely proportional to the radius, the cam mechanism can efficiently output torque to the sub clutch and the main clutch.

According to the third aspect of the invention, the output of the cam mechanism arranged between the first rotating body and the second rotating body is composed of a plurality of radially arranged thrust rollers. Therefore, relative inclination is unlikely to occur in both rotating bodies,
It is possible to output torque evenly in the circumferential direction. Therefore, stable torque output is performed and stable operation is performed.

According to the fourth aspect of the present invention, since a plurality of springs for urging the armature are provided in the radial direction, the urging force of the spring is easily input to the armature evenly in the radial direction. The amateur can be prevented from hitting the sub-clutch one-sided and a smooth operation can be obtained.

Next, in the power transmission device according to the fifth aspect of the present invention, when all clutches of the inner clutch, the outer clutch and the rear clutch are engaged, the torque of the drive means moves the inner clutch from the input shaft. It is input to the carrier of the planetary gears via the carrier and further transmitted from the carrier to the output shaft via the rear clutch. At this time, in the planetary gears, the input torque is transmitted to the output shaft at a ratio of 1: 1 regardless of whether the ring gear is fixed or not fixed by the braking means.

On the other hand, when the rear clutch and the outer clutch are engaged, the inner clutch is disengaged, and the ring gear is further fixed by the brake means to drive the drive means, the torque from the drive means is transferred from the output shaft to the outside. It is input to the sun gear of the planetary gear via the clutch and output from the carrier to the output shaft via the rear clutch. In this case, the planet gears are decelerated and output as carriers. Therefore, the torque of the drive means can be increased and output from the output shaft. The reduction ratio in this case is determined based on the number of teeth in each element of the planetary gear.

As described above, according to the present invention, the torque of the driving means is directly output from the output shaft to prevent power loss due to slippage, and heat generation such as slippage of the clutch and a disadvantageous control means are not used. In addition, there is an effect that it is possible to provide a novel power transmission device that can achieve both compatibility with increasing torque (converting to low speed / high torque) and outputting. Therefore, claim 6
When the device of the present invention is arranged between the engine and the transmission of the vehicle as in the invention described in (1), it is possible to improve fuel efficiency, obtain a desired reduction ratio, and start or creep. It is possible to execute traveling and hill hold, and it is possible to obtain an effect that it is advantageous for vehicle mounting.
In addition, in the invention described in claims 5 to 6, when the input torque is transmitted to the output shaft at a ratio of 1: 1, all the clutches are engaged, but in this case, the electromagnetic solenoid is de-energized and power consumption is reduced. Absent. Further, even in the case of obtaining the reduction gear ratio, it is possible to suppress energy consumption because the inner clutch is simply energized and released.

According to the seventh and eighth aspects of the present invention, three clutches, that is, a rear clutch, an inner clutch, and an outer clutch are coaxially provided in inner and outer triple layers, and an input member and an output member of each clutch are made common. Since the radial dimension that is aimed at is suppressed, a plurality of clutches can be arranged compactly. Further, in the invention according to claim 8, since the rotor is attached to the outer circumference of the sun gear connecting circular pipe located at the outermost side of the triple clutch, the reduction ratio can be obtained when the generator motor MG is used as a starter. The required output torque of the generator motor MG can be suppressed, the generator motor MG can be downsized, and the outer diameter of the entire device can be prevented from increasing.

[0029]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. (Embodiment 1) Power transmission device MGU of Embodiment 1
Corresponds to the inventions described in all the claims.
As shown in FIG. 3, this power transmission device MGU is a torque converter in the transmission TM, in the middle of the power transmission path between the engine EG and the forward-reverse mechanism 91 of the transmission TM, that is, in a general automatic transmission. Is provided at a position where is arranged. In addition,
In the figure, reference numeral 92 denotes a speed change mechanism unit.
The forward-backward movement mechanism portion 91 constitutes a so-called automatic transmission. Further, a manual transmission, a CVT, or the like can be used as the configuration of the forward-reverse traveling mechanism 91 and the speed change mechanism 92.

In describing the structure of the power transmission device MGU of the embodiment, first, the skeleton diagram of FIG. 2 will be described. In the figure, 1 is an input shaft connected to a crank shaft (not shown) of the engine EG, and 2 is an output shaft connected to an input shaft (not shown) of the transmission TM. Further, the power transmission device MGU has a planetary gear 3 and is provided with an outer electromagnetic clutch C-C / L that connects and disconnects the sun gear 31 of the planetary gear 3 and the input shaft 1, and the carrier 32 of the planetary gear 3. Is provided with an inner electromagnetic clutch A-C / L for connecting and disconnecting the input shaft 1 and a rear electromagnetic clutch B-C / L for connecting and disconnecting the carrier 32 and the output shaft 2. The ring gear 33 of the planetary gear 3 has a band brake BR that restricts the rotation of the ring gear 33 and releases the restriction.
K is provided. Further, the sun gear 31 is provided with a generator motor MG, and the generator motor MG can be operated as an electric motor that gives a driving force to the sun gear 31, and can be operated as a generator while the sun gear 31 is rotating. It is configured to be possible.

Next, the specific structure of the power transmission device MGU will be described in detail with reference to the sectional view of FIG. First,
The power transmission device MGU has a housing H that encloses the input shaft 1 and the output shaft 2. This housing H is
Disk members 41, 42 with holes in the center of the left and right ends in the figure
And a cylindrical member 43 connecting the disc members 41 and 42, and the bearing 4 is provided on the inner circumference of the disc members 41 and 42.
The input shaft 1 and the output shaft 2 are rotatably supported via 4, 45. Oil chamber seal members 46 and 47 are provided outside the bearings 44 and 45 to seal the oil chamber OR on the inner circumference of the housing H. Also, the axial dimensions are controlled by both bearings 44, 45. Further, the air cooling fins 4 are provided on the outer periphery of the large diameter portion of the cylindrical member 43 of the housing H.
8 are formed radially as shown in the sectional view of FIG.

The input shaft 1 is connected to an engine crankshaft 6 via a vibration absorbing means 5. Input shaft 1
A magnetic path forming ring 11 formed of a non-magnetic material and formed in a disk shape having a hole in the center is coupled to the outer periphery of the magnetic disk. Further, an input circular tube 12 is integrally coupled in the axial direction near the outer circumference of the magnetic path forming ring 11. The housing H is provided with thrust bearings 49 and 50 that axially support the magnetic path forming ring 11 to reduce frictional resistance when the magnetic path forming ring 11 rotates.

A sun gear connection circular pipe 13 connected to a sun gear 31 is provided on the outer peripheral side of the input circular pipe 12 and a carrier connection circular pipe 14 connected to a carrier 32 is provided on the inner peripheral side thereof. The circular tubes 14, 12, and 13 are arranged in triple layers outside the output shaft 2. Further, the carrier connecting circular pipe 14 is formed so as to project longer than the other circular pipes 12 and 13 in the axial direction, and the planetary gear 3 is installed outside the projecting portion. The outer circumference of the sun gear connecting circular pipe 13 is made into a housing H by bearings 51 and 52.
The bearings 51 and 52 control the radial dimension, and the thrust roller 54 axially supports the bearing. Further, the bearings 51, 52 are provided with seals 53, 53 for separating the air chamber AR and the oil chamber OR. Further, a thin plate annular member 15 connected to the carrier connecting circular pipe 14 and supporting the rotating shaft of the carrier 32 is supported with a thrust roller 55 interposed between the annular member 15 and the housing H.

Further, an outer electromagnetic clutch C-C / L is provided between the sun gear connecting circular pipe 13 and the input circular pipe 12, and an inner electromagnetic clutch C-L is provided between the carrier connecting circular pipe 14 and the input circular pipe 12. A clutch A-C / L is provided, and a rear electromagnetic clutch B-C is provided between the input circular pipe 12 and the output shaft 2.
/ L is provided. Also, the sun gear connecting circular pipe 1
A rotor 16 of the generator / motor MG is mounted on the outer periphery of the stator 3, and a stator 17 is provided at a position facing the rotor 16 in the housing H. In the figure, reference numeral 18 is a power supply harness.

A band brake BRK is attached to the outer circumference of the ring gear 33. This band brake BRK, as shown in FIG.
Brake shoe 21 provided on the outer periphery of the brake shoe 2 and a brake band 2 mounted to face the brake shoe 21
2 and. Furthermore, this brake band 22
Has both ends biased in the fastening direction by springs 23 and 24, while one end of the brake band 22 is movable by a hydraulic actuator 25 in the direction opposite to the biasing force of the spring 23. That is, the band brake BRK is fastened by the urging force of the springs 23 and 24 to fix the ring gear 33 when the hydraulic actuator 25 is not operated, and when the hydraulic actuator 25 is actuated, the fastening is released and the ring gear 33 is unfixed. It can be rotated. The operation of the hydraulic actuator 25 will be described later, but is executed when the vehicle speed exceeds a predetermined speed. Also, the same operation,
It can also be obtained with a centrifugal brake having a centrifugal weight.

Next, each electromagnetic clutch A-C / L, B-C
/ L and C-C / L will be described. An outer electromagnetic clutch C-C is provided between the sun gear connecting circular pipe 13 and the input circular pipe 12.
/ L is provided, an inner electromagnetic clutch A-C / L is provided between the carrier connecting circular pipe 14 and the input circular pipe 12, and a rear side is provided between the input circular pipe 12 and the output shaft 2. Electromagnetic clutches B-C / L are provided and each electromagnetic clutch A-C /
L, B-C / L, and C-C / L are provided in the inner and outer triple layers. These electromagnetic clutches A-C / L, B-C / L,
Each of C-C / L corresponds to the inventions of claims 1 to 4, and basically has a common structure. First, the rear side disposed on the innermost side. The electromagnetic clutch B-C / L will be described.

The rear electromagnetic clutch B-C / L is provided between the carrier connecting circular pipe 14 which is integral with the carrier 32 and the output shaft 2, and includes the main clutch 60 and the first rotating body 6.
1, 2nd rotary body 62, cam mechanism 63, sub-clutch 6
4. The fastening mechanism 65 is provided. The main clutch 6
No. 0 is a carrier connecting circular pipe 14 as an input member and an output shaft 2 as an output member, which are mounted by spline coupling so as to be relatively movable in the axial direction and not relatively movable in the rotational direction. It is located in. Further, a vertical wall 14w integral with the carrier connecting circular pipe 14 is provided adjacent to one end of the main clutch 60, and the vertical wall 14w restricts the movement of the main clutch 60 in the axial direction. Is adjacent to the first rotating body 61.

The first rotating body 61 is mounted on the output shaft 2 by spline coupling so as to be relatively movable in the axial direction but not relatively movable in the rotating direction. Also,
A second rotating body 62 is provided so as to face the first rotating body 61. The second rotating body 62 is a disk 621 as shown in the drawing.
And a cylindrical portion 622 fixed to the inner circumference of the disk 621, are formed in an annular shape having an L-shaped cross section, and are floated between the output shaft 2 and the carrier connecting circular pipe 14.
That is, as shown in FIG. 6, oil oil is filled between the inner circumference of the second rotary body 62 and the output shaft 2,
As a result, the second rotating body 62 is supported by the output shaft 2 in a floating state.

A cam mechanism 63 is provided between the first rotary body 61 and the second rotary body 62. The cam mechanism 63 is the one to which the invention described in claim 3 is applied.
As shown in FIG. 7 as well as radially arranged on the rotating body 61 (see FIG. 5), a thrust roller 632 rotatably mounted around a shaft center by a holding plate 631, and a second roller 632.
As shown in FIG. 5, a cam groove 633 formed radially in a position facing the thrust roller 632 in the rotating body 62.
It has and. Although not shown in the drawings, the second rotary body 62 is a return spring in the form of, for example, a leaf spring, which is provided between the second rotary body 62 and the output shaft 2. Is urged in the direction of abutting against.
Therefore, when the second rotating body 62 is rotating together with the first rotating body 61, the cam mechanism 63 is in the initial state shown in FIG. No force is generated in the direction. On the other hand, when the two rotating bodies 61 and 62 rotate relative to each other as shown in FIG. 11B, the cam groove 633 of the second rotating body 62 rides on the thrust roller 632, which causes the second rotating body 632 to move as shown in FIG. A relative displacement sh occurs in the rotating body 62 in the axial direction, and a pressing force FP is generated.

A multi-plate sub-clutch 64 is axially moved relative to the cylindrical portion 622 of the second rotary body 62 and a portion of the carrier connecting circular pipe 14 that faces the outer periphery of the cylindrical portion 622. The second rotary body 62 and the carrier connecting circular pipe 14 are restricted from rotating relative to each other in a fastened state and allowed to move relative to each other in a fastened state. .

The engaging mechanism 65 for engaging and disengaging the sub clutch 64 includes an armature 651, a spring 652, an electromagnetic solenoid 653, and a restricting surface 654.
It has and. The armature 651 is disposed next to the sub-clutch 64 and is coupled to the carrier connecting circular pipe 14 by spline coupling so as to be relatively movable in the axial direction and non-relatively movable in the rotation direction. Has been done. The spring 652 is interposed between the armature 651 and the annular support member 14a coupled to the carrier connecting circular pipe 14, and presses the armature 651 in the fastening direction of the sub clutch 64. In addition, a restriction surface 654 that restricts the second rotating body 62 from moving to the left in the drawing, which is the pressing direction of the spring 652, is formed on the carrier connecting circular pipe 14.
The sub clutch 64 is engaged by the spring 652 pressing the armature 651. The support member 1
A thrust roller 56 is provided between the housing 4a and the housing 4a to reduce frictional resistance between the housing 4 and the housing 4a. The electromagnetic solenoid 653 is provided in the housing H, and when energized, forms a magnetic path indicated by a dotted line A in the drawing, so that the armature 651 is connected to the spring 6
A suction force is applied in the disengagement direction of the sub-clutch 64 against the biasing force of 52.

Therefore, when the electromagnetic solenoid 653 is de-energized, the fastening mechanism 65 presses the armature 651 by the urging force of the spring 652 and presses the sub clutch 64.
Conclude Therefore, in the state where the carrier connecting circular pipe 14 and the output shaft 2 are relatively rotating, the second rotating body 62 rotates relatively to the first rotating body 61, the cam mechanism 63 performs the cam operation, and the main clutch 60 operates. After the engagement, the rear electromagnetic clutch B-C / L is in the engaged state. On the other hand, when the electromagnetic solenoid 653 is energized, the armature 651 is attracted by the electromagnetic solenoid 653 against the biasing force of the spring 652, and the sub clutch 64 is released. Therefore, the second
The rotating body 62 rotates along with the first rotating body 61, and the cam mechanism 6
3, the cam operation is not performed, the main clutch 60 is released, and the rear electromagnetic clutch B-C / L is in the disengaged state.

Next, the inner electromagnetic clutch A-C / L and the outer electromagnetic clutch C-C / L will be described. The basic configurations of these are common to the rear electromagnetic clutch B-C / L. So, I will briefly explain.

The inner electromagnetic clutches A-C / L also include the main clutch 60A, the first rotating body 61A, the second rotating body 62A,
Cam mechanism 63A, sub clutch 64A, fastening mechanism 65A
Is equipped with. The main clutch 60A is arranged alternately on the carrier connecting circular pipe 14 and the input circular pipe 12 so as to be relatively movable in the axial direction and not relatively rotatable. The first rotating body 61A is mounted on the carrier connecting circular pipe 14 so as to be relatively movable in the axial direction and not relatively rotatable. The second rotating body 62A is attached to the input circular tube 12 so as to be relatively movable in the axial direction and not relatively rotatable. The cam mechanism 63A includes a thrust roller 632A held by the first rotating body 61A and a cam groove (not shown) formed in the second rotating body 62A, like the rear electromagnetic clutch B-C / L. . The sub clutch 64
A is the circular pipe portion 622A of the second rotary body 62A and the input circular pipe 1
Those provided so as to be relatively movable in the axial direction but not relatively rotatable are alternately arranged in each of the two. The fastening mechanism 65A is interposed between the armature 651A attached to the input circular pipe 12 so as to press the sub-clutch 64A, and the armature 651A and the magnetic path forming ring 11 so that the armature 651A is fastened in the fastening direction of the sub-clutch 64A. A spring 652A for urging the armature 651A and an electromagnetic solenoid 653A provided in the housing H for attracting the armature 651A against the urging force of the spring 652A when energized.

The outer electromagnetic clutch C-C / L also includes the main clutch 60C, the first rotating body 61C, and the second rotating body 62.
C, cam mechanism 63C, sub clutch 64C, fastening mechanism 6
It is equipped with 5C. Main clutches 60C are arranged alternately on the input circular pipe 12 and the sun gear connecting circular pipe 13, respectively, so that they can be relatively moved in the axial direction and cannot be relatively moved in the rotational direction. The first rotating body 61C is mounted on the input circular tube 12 so as to be relatively movable in the axial direction and not relatively movable in the rotating direction. The second rotating body 62C is mounted on the sun gear connecting circular pipe 13 so as to be relatively movable in the axial direction and not relatively movable in the rotating direction. Cam mechanism 63C
Is the same as the rear electromagnetic clutch B-C / L, and is the first rotating body 6
It is provided with a thrust roller 632C held at 1C and a cam groove (not shown) formed in the second rotating body 62C.
The sub-clutch 64C is the circular pipe portion 62 of the second rotating body 62C.
2C and the sun gear connecting circular pipe 13 are alternately arranged so as to be relatively movable in the axial direction and not relatively movable in the rotational direction. The engagement mechanism 65C is interposed between the armature 651C mounted on the second rotating body 62C so as to be able to press the sub-clutch 64C and the armature 651 interposed between the armature 651C and the magnetic path forming ring 11.
A spring 652C for urging C in the fastening direction of the sub clutch 64C, and an electromagnetic solenoid 653C provided in the housing H to attract the armature 651C against the urging force of the spring 652C when energized. Further, in the first embodiment, the oil oil inside the oil chamber OR is moved from the rear electromagnetic clutch B-C / L to the outer electromagnetic clutch A-C / L and the outer electromagnetic clutch C-C. / L for supplying carrier connection circular pipe 1
4 and the input circular pipe 12, the main clutch 60
A, 60C and the sub-clutch 62A, 62C at a position overlapping in the radial direction or in the vicinity thereof, the oil supply hole 14
A plurality of b and 12b are bored from the inner circumference to the outer circumference.

Next, the operation of the power transmission device MGU will be described with reference to FIG.
Description will be made based on c. In FIG. 8, the motor ON indicates a state in which the generator motor MG is driven as a motor (electric motor), and the generator ON indicates the generator motor MG.
Shows the state of driving as a generator,
In each of the electromagnetic clutches A-C / L, B-C / L, C-C / L, ON indicates a fastened state by non-energization, OFF indicates a released state by energization, and ON in the band brake BRK.
Indicates the braking (fastening) state of the hydraulic actuator not operating.
F indicates the released state of the hydraulic actuator operation.
It should be noted that the fact that the motor and the generator are (ON) indicates that one of them is selectively executed according to the traveling state.

(At the time of initial start of engine) At the time of initial start of the engine in which the engine EG is started from the stopped / parked state in which the ignition switch (not shown) is turned off, for example, the ignition switch (not shown) is turned off and the accelerator opening α =
0, brake ON, shift position P (parking range), engine speed Ne = 0, and vehicle speed Vh = 0 determine the initial start time, and start when the ignition switch switches to ON from this state. Executes control and start control.

In the start control, as shown in FIG. 8, the generator motor MG is driven as a motor, and the electromagnetic solenoid 653A is de-energized so that the inner electromagnetic clutch A-C / L.
And the electromagnetic solenoids 653 and 653C are energized to release the rear / outer side clutches B-C / L and C-C / L to maintain the band brake BRK in a braking state.

Therefore, the driving force of the generator motor MG is input from the sun gear connecting circular pipe 13 to the sun gear 31, and is output from the carrier 32 and the carrier connecting circular pipe 14 to the input shaft 1 via the inner electromagnetic clutch A-C / L, The engine crankshaft is rotated and the engine EG is started. In this case, since the ring gear 33 is fixed, the torque of the generator motor MG is increased and output to the engine EG. By the way, the speed reduction ratio Ns / Nc in this case is Ns /
Nc = (ns + nr) / ns (where ns is the number of teeth of the sun gear and nr is the number of teeth of the ring gear), and in the present embodiment, Ns / Nc = 1 /
The setting is 2.4.

In the start control, the electromagnetic solenoid 65
3A is energized to release the inner electromagnetic clutch A-C / L, and the electromagnetic solenoids 653 and 653C are de-energized to engage the rear and outer electromagnetic clutches B-C / L and C-C / L, Brakes the brake BRK. Further, the generator motor MGU operates the generator when the engine torque is excessive, and operates the motor when the engine torque is insufficient.

Therefore, the driving force of the engine EG is transmitted from the input shaft 1 to the input circular pipe 12, is input from the input circular pipe 12 to the sun gear connecting circular pipe 13 via the outer electromagnetic clutch C-C / L, and the planetary gear is connected. It is decelerated in the gear 33, output to the carrier 32, and transmitted from the carrier connecting circular pipe 14 to the output shaft 2 via the rear electromagnetic clutch B-C / L. In this case, the engine torque increases and is transmitted to the output shaft 2, so that a smooth start is possible.

(During creep running and hill hold) During creep running in which the accelerator is not stepped on and the vehicle is gradually moving forward or backward, for example, an ignition switch (not shown) is turned on, accelerator opening α = 0, brake is turned off,
This is determined based on the shift position D (drive range), the engine speed Ne ≦ 800, and the vehicle speed Vh ≦ 4.

Further, when the vehicle is temporarily stopped on a slope and the driver releases the brake pedal and does not depress the accelerator pedal, the vehicle is stopped by the driving torque of the engine EG.
Ignition switch (not shown) ON, accelerator opening α =
0, brake OFF, shift position D (drive range), engine speed Ne ≦ 800, vehicle speed Vh is 0 ≦
This is determined by the fact that Vh ≦ 4.

During such creep running or hill hold, as shown in FIG. 8, the electromagnetic solenoid 653A is energized to release the inner electromagnetic clutch A-C / L, and the electromagnetic solenoid is released, as in the case of the start. Solenoid 65
Rear and outer electromagnetic clutch B with 3,653C not energized
-C / L, C-C / L are fastened together, band brake BR
Keep K in braking. Also, the generator motor MGU
Operates the generator when the engine torque is excessive, and operates the motor when the engine torque is insufficient. As a result, deceleration output is performed in the power transmission device MGU.

(During acceleration and steady running) During acceleration and steady running, for example, ignition switch ON (not shown), accelerator opening α> 0, brake OFF, shift position D (drive range), engine speed Ne
Since ≧ 2000, this is determined and the following traveling control is performed. In this case, as shown in FIG. 8, all the electromagnetic solenoids 653A, 653, 653C
To the non-energized state, the inner electromagnetic clutch A-C / L, the rear electromagnetic clutch B-C / L, the outer electromagnetic clutch C-C / L
Are all engaged, while the band brake BRK is released. Further, the generator motor MGU operates the generator when the engine torque is excessive, and operates the motor when the engine torque is insufficient. Therefore, the engine torque is from the input shaft 1 to the input circular pipe 12
Is further transmitted to the output shaft 2 via the rear electromagnetic clutch B-C / L. Therefore, the power transmission device MG
In U the torque is transmitted 1: 1. In addition, during steady running including most of running and accelerating,
Since all the electromagnetic solenoids 653A, 653, 653C are in the non-energized state, power consumption can be reduced.

(During deceleration regeneration) When deceleration is performed, regeneration is performed at the same time. In this case, a state in which engine braking is applied (deceleration regeneration II) and a state in which engine braking is not applied (deceleration regeneration I) are performed based on the vehicle speed. Switch to. The vehicle speed of deceleration regeneration I without applying the engine brake is, for example, 60 km.
On the other hand, the deceleration regeneration II for applying the engine brake is performed when the vehicle speed is higher than 60 km / h, for example. In the case of deceleration regeneration I, as shown in FIG. 8, the engine EG is stopped or idling is rotated, the generator motor MG is operated as a generator, and
The inner solenoid clutch A is energized by energizing the electromagnetic solenoid 653A.
-C / L is released, the electromagnetic solenoid 653 is de-energized, the rear electromagnetic clutch B-C / L is engaged, the electromagnetic solenoid 653C is energized, and the outer electromagnetic clutch C-
The C / L is released and the band brake BRK is brought into a braking state.

In this case, the torque input from the drive wheels to the output shaft 2 via the transmission is the rear electromagnetic clutch B-C /
It is input to the carrier connecting circular pipe 14 via L, is input to the carrier 32 in the planetary gear 33, and is accelerated and output from the sun gear 31. Therefore, the rotor 1671 is rotated at an increased speed with respect to the rotation of the output shaft 2, and the generator motor MG is efficiently charged. Thus, the generator motor MG
Is charged at an increased speed, so that high charging efficiency can be obtained.

On the other hand, in the case of deceleration regeneration II, the engine E
All electromagnetic solenoids 653 with G turned around
All the electromagnetic clutches A-C / L, B-C / L, C-C / L are engaged while A, 653, 653C are de-energized, while the band brake BRK is released. In this case, the torque input to the output shaft 2 from the drive wheel side is transmitted through the rear electromagnetic clutch B-C / L to the carrier connecting circular pipe 14
Be transmitted to. Further, from the carrier connecting circular pipe 14, a part of the torque is input to the planetary gear 3, and the other part of the torque is input to the input circular pipe 12 via the inner electromagnetic clutch A-C / L. . In the planetary gear 3, since the band brake BRK is not braking, the torque input to the carrier is transmitted from the sun gear 31 to the sun gear connecting circular pipe 13 at a speed ratio of 1: 1 and charged in the generator motor MG. . Further, the torque transmitted to the input circular pipe 12 is transmitted from the input shaft 1 to the engine crankshaft, and the engine EG rotates together with the engine brake.

(Summary of Operation) As described above, in the power transmission device MGU of the first embodiment,
Since the torque transmission is configured by operating the planetary gear 3, the electromagnetic clutches A-C / L, B-C / L, C-C / L and the band brake BRK without using the torque converter, the torque transmission is performed. Sometimes there is no slippage,
Excellent torque transmission efficiency. Moreover, as described above, the planetary gear 3 and each electromagnetic clutch A-C / L, B-C / L, C-
When transmitting torque in the planetary gear 3, even if it is a means using C / L, deceleration, constant velocity,
Since the torque transmission is performed by switching the acceleration, it is possible to output low speed and high torque without using a heat-generating means such as slipping the clutch, and to increase the speed during power generation to generate a generator motor. It is possible to perform efficient power generation operation in the MG. Therefore, in the first embodiment applied to the vehicle, it is possible to smoothly start and creep without causing heat generation, and it is possible to surely perform the hill hold.

Further, as described above, it is possible to reduce the size of the generator motor MG by decelerating at the time of starting and transmitting the torque of the generator motor MG to the engine EG. In addition, in the second embodiment, the three electromagnetic clutches A
-C / L, B-C / L, C-C / L are provided inside and outside in triple, and electromagnetic clutches A-C / L, B-C / L, C-C / L
Since the generator motor MG and the planetary gear 33 are attached to the outside of the structure, the axial dimension of the entire apparatus can be suppressed, and in this structure, a large output torque is required as the generator motor MG, Although the size becomes large and the size and weight increase, the size of the generator motor MG can be reduced as described above, and thus the increase in the outer diameter size can be suppressed.

Further, in this embodiment, the electromagnetic clutches A-C / L, B-C / L, and C-C / L are configured to be engaged in a non-energized state, and most of the time during traveling is The electromagnetic clutches A-C / L, B are occupied during steady running and acceleration.
Since -C / L and C-C / L are not energized, it is possible to suppress power consumption in the vehicle and improve energy efficiency.

(Second Embodiment) Next, a second embodiment will be described. The second embodiment is another example of the electromagnetic clutch, and the main configuration is the same as the electromagnetic clutches A-C / L, B-C / L, and C-C / L shown in the first embodiment. Therefore, only the differences will be described. FIG. 9 is a sectional view showing the electromagnetic clutch 200 according to the second embodiment. The electromagnetic clutch 200 includes an input shaft 201 and an output shaft 202.
And a main clutch 260, a first rotating body 261, a second rotating body 262, a cam mechanism 263, a sub-clutch 264, and a fastening mechanism 265. Further, the fastening mechanism 265 includes an amateur 2651 and a spring 265.
2 and an electromagnetic solenoid 2653. 2
Reference numeral 654 is a restriction surface that restricts the movement of the first rotating body 261 toward the main clutch 260.

The feature of the second embodiment is that the mounting radius Rr of the thrust roller 632 of the cam mechanism 263 is equal to the effective radius Rm of the main clutch 260 and the sub-clutch 2.
The size is set to be smaller than the effective radius Rs of 64.

Therefore, in the electromagnetic clutch 200 of the second embodiment, the boosting action of the cam mechanism 263 when the first rotating body 261 is restrained by the pressing of the armature 2651 by the urging force of the spring 2652. It is efficiently output from the second rotating body 262 and the main clutch 260
Is surely completed.

(Third Embodiment) Next, a third embodiment will be described. The third embodiment is another example of the electromagnetic clutch, and the main configuration is the same as the electromagnetic clutches A-C / L, B-C / L, and C-C / L shown in the first embodiment. Therefore, only the differences will be described. FIG. 10 is a sectional view showing the electromagnetic clutch 300 according to the third embodiment,
This electromagnetic clutch 300 includes an input shaft 301 and an output shaft 30.
The main clutch 360, the first rotary body 361, the second rotary body 362, the cam mechanism 363, the sub-clutch 364, and the fastening mechanism 365 are provided between the two. The fastening mechanism 365 includes an amateur 3651 and a spring 365.
2, 3653, an electromagnetic solenoid 3654, and a restriction surface 3655 that restricts the movement of the first rotating body 361 toward the main clutch 360.

The feature of the third embodiment is that in the fastening mechanism 365, coil springs 3652 and 3653 are provided as inner and outer double springs in the radial direction. A plurality of springs 3652 and 3653 are provided on the same circumference.

In the third embodiment, since the coil springs 3652 and 3653 are provided inside and outside, the biasing force is input substantially uniformly over the entire circumference, and it is difficult for the amateur 3651 to tilt. Therefore, the sub clutch The fastening at 364 is stably performed all around. Furthermore, since the coil springs 3652 and 3653 are used, an inexpensive structure can be obtained.

The embodiment of the present invention has been described in detail above with reference to the drawings. However, the specific configuration is not limited to this embodiment, and changes in design within the scope not departing from the gist of the present invention can be made. Even if it exists, it is included in the present invention. For example, in the embodiment, as the braking means, the hydraulic actuator 25 is provided and the hydraulic actuator 25 is operated according to the speed. However, like the centrifugal clutch, the deflection angle according to the rotation speed is changed. It is possible to use a so-called centrifugal clutch having a mass body that changes and the brake is automatically released at a predetermined speed, and the cam mechanism 63 is not limited to the one having the illustrated brake band. You may make it use the braking means which has a multi-plate clutch braked by the same mechanism.

Further, in the embodiment, the first to the third aspects are defined.
An example in which the electromagnetic clutch described in 4 is applied to a power transmission device that transmits power between an engine and an automatic transmission is shown, but the applicable range is not limited to this.
The present invention may be applied to a portion for switching between two-wheel drive and four-wheel drive, which is shown in the related art, and further applied to torque transmission in industrial equipment other than automobiles.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a power transmission device MGU according to a first embodiment of the present invention.

FIG. 2 is a skeleton diagram showing the power transmission device MGU according to the first embodiment.

FIG. 3 is an overall view of the power transmission device of the first embodiment.

FIG. 4 is a sectional view showing a band brake in the power transmission system of the first embodiment.

FIG. 5 is a cross-sectional view showing the main parts of the first embodiment.

FIG. 6 is a cross-sectional view showing the main parts of the first embodiment.

FIG. 7 is a cross-sectional view showing the main parts of the first embodiment.

FIG. 8 is an operation explanatory diagram of the first embodiment.

FIG. 9 is a sectional view showing an electromagnetic clutch according to a second embodiment.

FIG. 10 is a sectional view showing an electromagnetic clutch according to a third embodiment.

[Explanation of symbols]

1 input axis 2 output shaft 3 planetary gears 5 Vibration absorption means 6 engine crankshaft 11 Magnetic path forming ring 12 input circular tubes 12b Oil supply hole 13 Sun gear connection circular pipe 14 Carrier connection circular pipe 14a Support member 14b Oil supply hole 14w vertical wall 15 Annular member 16 rotor 17 Stator 21 brake shoes 22 Brake band 23 spring 24 spring 25 Hydraulic actuator 31 Sun Gear 32 carriers 33 ring gear 33 planetary gears 41 Disc member 42 Disc member 43 Cylindrical member 44 bearing 45 bearing 46, 47 oil chamber seal member 48 air cooled fins 49,50 thrust bearing 51,52 bearing 53 seals 54 Thrust roller 55 Thrust roller 56 thrust roller 60 main clutch 60A main clutch 60C main clutch 61 1st rotating body 61A 1st rotating body 61C 1st rotating body 62A, 62C sub clutch 62 Second rotating body 62A Second rotating body 62C 2nd rotating body 63 Cam mechanism 63A cam mechanism 63C cam mechanism 64 sub clutch 64A sub clutch 64C sub clutch 64 sub clutch 65 Fastening mechanism 65A fastening mechanism 65C fastening mechanism 91 Forward / backward movement mechanism section 92 speed change mechanism 200 electromagnetic clutch 201 Input axis 202 Output shaft 260 main clutch 261 1st rotating body 262 Second rotating body 263 cam mechanism 264 sub clutch 265 fastening mechanism 300 electromagnetic clutch 301 Input axis 302 Output axis 360 main clutch 361 1st rotating body 362 2nd rotating body 363 cam mechanism 364 sub clutch 365 fastening mechanism 621 disc 622 cylindrical part 622A circular pipe 622C circular tube 631 holding plate 632 thrust roller 632A thrust roller 632C thrust roller 633 cam groove 651 amateur 651A amateur 651C amateur 652 spring 652A spring 652C spring 653 Electromagnetic solenoid 653A electromagnetic solenoid 653C electromagnetic solenoid 654 Regulatory aspects 2651 amateur 2652 spring 2653 Electromagnetic solenoid 3651 amateur 3652, 3653 coil springs 3652, 3653 springs 3652, 3653 each spring 3654 electromagnetic solenoid 3655 Regulatory aspects

Claims (9)

[Claims] 1. A main clutch which is mounted on an input member and an output member, respectively, and which is capable of transmitting torque between the input member and the output member in a fastened state, and is provided adjacent to the main clutch so as to be able to press the main clutch. And a first rotating body which is provided on either one of the input member and the output member so as to be relatively movable in the axial direction and whose relative rotation is restricted, and a first rotating body which faces the first rotating body. A second rotary body provided so as to be rotatable relative to the body; and a two-body rotary body provided between these rotary bodies to output a boost in the axial direction as the two rotary bodies are relatively displaced in the rotational direction. A cam mechanism that relatively displaces in the axial direction; a member that is the other of the input member and the output member;
A fastening mechanism that includes a sub-clutch that is attached to each of the rotating bodies and restricts relative rotation between the second rotating body and the other member in a fastening state, and a fastening mechanism that engages and disengages the sub-clutch. Is engaged, the sub-clutch is engaged and rotation of the second rotating body is restricted, whereby the second rotating body and the first rotating body rotate relative to each other, whereby the cam mechanism outputs a boosted force. As a result, the first rotating body pushes the main clutch to engage the main clutch to allow torque transmission between the input member and the output member, and when the fastening operation of the fastening mechanism is released, the sub-clutch is released. As a result, the first rotating body and the second rotating body rotate together, the boosting output of the cam mechanism is stopped, and the main clutch is released to release the torque transmission between the input member and the output member. Kura In the clutch device, the fastening mechanism is provided adjacent to the sub-clutch, and the other member is attached to the other member so that the sub-clutch can be pushed in the axial direction so as to be movable in the axial direction. A spring that presses against the armature, an electromagnetic solenoid that applies a suction force in the sub-clutch disengagement direction against the pressing force of the armature when energized, and the second rotating body is formed by the spring. An electromagnetic clutch device comprising: a restricting surface that restricts movement in a pressing direction at a predetermined position. 2. A mounting position of a member that performs a cam action of the cam mechanism is arranged inside a plate effective radius of the sub clutch and an effective radius of the main clutch. The electromagnetic clutch device described. 3. The cam mechanism comprises a plurality of thrust rollers rotatably held by one of a first rotating body and a second rotating body in a radially rotatable manner, and the other of the first rotating body and the second rotating body. 3. The electromagnetic clutch device according to claim 1 or 2, further comprising: a cam groove formed in a radial shape on the facing surface of the thrust roller. 4. The electromagnetic clutch device according to claim 1, wherein a plurality of the springs are installed in the radial direction. 5. A planetary gear provided between an input shaft for transmitting torque from a power source and an output shaft for outputting torque, and an inner clutch provided between the carrier of the planetary gear and the input shaft. A rear clutch provided between the carrier and the output shaft, an outer clutch provided between the input shaft and a sun gear of a planetary gear, and braking means for fixing and releasing the ring gear. In the power transmission device, the input member of the inner clutch and the input member of the outer clutch are coupled to the input shaft, the output member of the inner clutch is coupled to the carrier, and the output member of the outer clutch is The electromagnetic clutch according to any one of claims 1 to 4, which is coupled to a sun gear and serves as at least one of the inner clutch, the outer clutch, and the rear clutch. Power transmission device, characterized in that the device is used. 6. The power transmission device according to claim 5, wherein the input shaft is torque-input from an engine of the vehicle, and the output shaft is torque-output to a transmission of the vehicle. 7. A carrier connecting circular pipe portion, which is coupled to the carrier at a distance from the output shaft, is provided, and is coupled to the input shaft at a space outside the carrier connecting circular pipe portion. An input circular pipe is provided, a sun gear circular pipe portion coupled to the sun gear is provided outside the input circular pipe at a distance, and the rear clutch uses the carrier connecting circular pipe portion as an input member, The output shaft is provided as an output member between the carrier connecting circular pipe and the output shaft, and the inner clutch uses the input circular pipe as an input member,
The carrier connection circular pipe portion is provided between the carrier connection circular pipe and the input circular pipe as an output member, and the outer clutch uses the input circular pipe as an input member,
7. The power transmission device according to claim 6, wherein the power transmission device is provided between the sun gear connection circular pipe and the input circular pipe with the sun gear connection circular pipe portion as an output member. 8. A rotor of a generator motor configured to transfer energy between a stator and a rotor is attached to an outer periphery of the sun gear connecting circular pipe, and the stator is attached to a housing. Claim 7
The power transmission device according to. 9. On the outer circumference of the sun gear connecting circular pipe portion, axially opposite sides of the rotor are supported by a housing via bearings, and the air chambers on the generator motor side and the clutches are located adjacent to the bearings. The power transmission device according to claim 8, further comprising a seal member that partitions the oil chamber on the side.