JP2011174543A - Clutch, motor, and vehicle door opening/closing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch improving certainty of on-off action. <P>SOLUTION: An intermediate plate 54 includes control grooves 54c for retaining roller members 55 in order to allow movement between a non-engagement position with a drive-side rotor 52 and a driven-side rotor 58 not engaged in a rotating direction and an engagement position with the drive-side rotor 52 and driven-side rotor 58 engaged in the rotating direction. The drive-side rotor 52 has cam grooves 52c for inserting the roller members 55. The cam grooves 52c guide the roller members 55 from the non-engagement position to the engagement position by relative rotation of the drive-side rotor 52 with respect to the intermediate plate 54 when rotated from the drive-side rotor 52; meanwhile, guide the roller members 55 from the engagement position to the non-engagement position by the relative rotation of the drive-side rotor 52 and intermediate plate 54 when the drive-side rotor 52 is stopped. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention is provided with a motor or the like used as a drive source for a vehicle door opening / closing device such as a slide door or a back door, and a mechanical clutch that enables automatic opening and closing of the door by the motor and manual opening and closing of the clutch. The present invention relates to a motor provided with the motor and a vehicle door opening and closing device provided with the motor with the clutch.

  2. Description of the Related Art In recent years, some automobiles equipped with a sliding door that opens and closes an entrance / exit provided on the side of a vehicle body are equipped with a door opening / closing device that automatically opens and closes the door by a driving force of a motor. In addition, there is a demand for such a door opening and closing device to be configured so that the door can be manually opened and closed. For example, in the door opening and closing device of Patent Document 1, an electromagnetic clutch that enables automatic opening and closing and manual opening and closing is provided in the motor. ing. When the electromagnetic clutch is turned on, the motor side and the door side are drivingly connected to enable automatic opening and closing, and when the clutch is turned off, the driving connection between the door side and the motor side is released to enable manual opening and closing. is there.

  However, when an electromagnetic clutch is used, the wiring of power supply for the power supply becomes complicated inside the motor, so that the electromagnetic clutch is a mechanical clutch as described in Patent Document 2, for example. Is desired.

  The mechanical clutch described in Patent Document 2 is held at a predetermined relative rotational position via a compression coil spring with respect to a drive connecting portion provided to be rotatable integrally with a drive shaft of a motor body. An intermediate plate, and a driven cylindrical portion provided so as to be integrally rotatable with a driven shaft connected to the door side. Further, a roller member is disposed between the drive connecting portion and the intermediate plate in the radial direction and the driven cylindrical portion. In this clutch, when the motor body is stopped, that is, when the drive shaft is not rotating, the roller member is disposed at a position closer to the inside in the radial direction, that is, at a non-clamping position where the intermediate plate and the driven cylindrical portion are not engaged in the rotation direction. The In this way, when the intermediate plate and the driven cylindrical portion are not engaged in the rotation direction, the rotation of the driven cylindrical portion is not transmitted to the intermediate plate, and the drive shaft and the driven shaft are disconnected, so the drive shaft is not rotated. . Therefore, it is possible to easily open and close the door manually. On the other hand, when the motor body is driven, that is, when the drive shaft is rotated, the intermediate plate rotates with the rotation of the drive connecting portion, and the roller member circulates with it. Then, the roller member is moved radially outward by the centrifugal force at the time of rotation, and is disposed at a clamping position where the roller member is clamped by the intermediate plate and the driven cylindrical portion. Then, since the intermediate plate and the driven cylindrical portion are engaged in the rotation direction via the roller member, the driven cylindrical portion is rotated together with the intermediate plate. As a result, the driven shaft is rotated, and the door connected to the driven shaft is automatically opened and closed.

JP 2002-327576 A JP 2008-133951 A

  However, in the clutch described in Patent Document 2, if the roller member jumps out radially outward by the centrifugal force when the motor body is driven, it may be bounced back to the inside by the driven cylindrical portion. Then, until the driving-side rotating body and the driven cylindrical portion are connected via the roller member, that is, until the clutch is turned on, the roller member that protrudes radially outward by centrifugal force is repelled by the driven cylindrical portion. In some cases, the operation of returning to the inside may be repeated a plurality of times. Then, there is a problem that noise is generated due to repeated collision between the driven cylindrical portion and the roller member and repeated collision between the driven connecting portion and the intermediate plate and the roller member. Further, if the centrifugal force acting on the roller member is small, that is, if the rotational speed of the drive connecting portion is small, the roller member is not stably placed at the radially outer clamping position, and the drive side rotating body via the roller member There is a possibility that the connection state between the cylinder and the driven cylindrical portion may not be stably maintained. Further, when the roller body is tilted with respect to the intermediate plate due to rattling of the roller member when the motor body is stopped, the roller member is prevented from moving inward in the radial direction, and the drive side rotation There is a possibility that the connection between the body and the driven cylindrical portion is not completely released, that is, the clutch is not completely turned off. If the door is manually opened and closed when the clutch is not completely turned off, there is a concern that a large force is required to open and close the door.

  SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a clutch capable of improving the reliability of the on / off operation, a motor including the clutch, and a vehicle door opening / closing device. Is to provide.

  In order to solve the above problem, the invention according to claim 1 is provided between the drive shaft and the driven shaft, and connects the drive shaft and the driven shaft when driven from the drive shaft side, A clutch that operates to disconnect the driven shaft from the drive shaft when the drive shaft is not driven; a drive-side rotating body that is provided so as to rotate integrally with the drive shaft; and a clutch that can rotate integrally with the driven shaft. A driven-side rotating body provided; an intermediate rotating body relatively rotatable with the driving-side rotating body; a non-engaging position where the driving-side rotating body and the driven-side rotating body are not engaged in the rotation direction; and the driving side A power transmission member that is moved between a rotating body and an engagement position that engages the driven-side rotating body in the rotation direction, and any one of the driving-side rotating body and the intermediate rotating body is Allow movement between the disengaged position and the engaged position A holding portion for holding the power transmission member, and when one of the driving side rotating body and the intermediate rotating body is rotated from the driving side rotating body when the power transmission member is inserted, The power transmission member is guided from the non-engagement position to the engagement position by relative rotation of the drive-side rotator with respect to the intermediate rotator, and when the drive-side rotator is stopped, the drive-side rotator and the The gist is to have a cam groove for guiding the power transmission member from the engagement position to the non-engagement position by relative rotation of the intermediate rotator.

  According to the present invention, the power transmission member is guided by the cam groove and engaged with the non-engagement position by the relative movement of the power transmission member and the cam groove along with the relative rotation of the drive side rotating body and the intermediate rotating body. Move between positions. Thus, since the movement between the non-engagement position and the engagement position of the power transmission member is performed in a state where the movement direction is regulated by the cam groove, the power transmission member is guided by the cam groove, It is stably moved from the non-engagement position to the engagement position and from the engagement position to the non-engagement position. Therefore, in the clutch of the present invention, an operation of turning on (that is, an operation of connecting the driving side rotating body and the driven side rotating body) and an operation of turning off (that is, an operation of disconnecting the driving side rotating body and the driven side rotating body). The certainty can be improved.

  According to a second aspect of the present invention, in the clutch according to the first aspect, the intermediate rotator is rotated relative to the drive rotator at the start of rotation of the drive rotator. The gist of the present invention is to have holding force generating means for generating a holding force for holding the rotational position.

  According to this invention, since the holding force generating means generates the holding force for holding the rotation position of the intermediate rotating body, the relative rotation between the driving side rotating body and the intermediate rotating body is good when the driving side rotating body starts to rotate. To be done. Therefore, since the cam groove guides the power transmission member from the non-engagement position to the engagement position more reliably, the reliability of the operation of turning on the clutch can be further improved.

  According to a third aspect of the present invention, in the clutch according to the second aspect, the holding force generating means is a friction member that generates a frictional force between the non-rotating body and the intermediate rotating body is the power. The gist is that when the transmission member is disposed at the engagement position, the transmission member rotates integrally with the drive-side rotator.

  According to the present invention, since the holding force for holding the rotational position of the intermediate rotator at the start of rotation of the drive-side rotator is a frictional force, the power transmission member is arranged at the engagement position by being rotated from the drive-side rotator. After that, the friction member and the non-rotating body are in sliding contact with each other according to the rotational driving force transmitted to the intermediate rotating body, so that the rotation of the intermediate rotating body is easily permitted. Therefore, the rotation of the intermediate rotating body after the power transmission member is arranged at the engagement position is smoothly performed.

  According to a fourth aspect of the present invention, in the clutch according to the third aspect, the drive side rotator is arranged after the power transmission member is disposed at the engagement position in accordance with the rotation from the drive side rotator. The gist of the invention is to have release means for moving the friction member in a direction away from the non-rotating body in order to release the frictional force between the friction member and the non-rotating body.

  According to the present invention, since the friction member is moved away from the non-rotating body by the releasing means after the power transmission member is arranged at the engaging position, the driving side rotating body during rotation of the driving side rotating body Therefore, it is possible to reduce the transmission loss of the rotational driving force from the rotor to the driven side rotating body.

  According to a fifth aspect of the present invention, in the clutch according to any one of the first to fourth aspects, the driving side rotating body and the intermediate rotating body are disposed inside the driven side rotating body. In addition, the outer peripheral edge thereof is radially opposed to the driven-side rotator, and the power transmission member is at least partially disposed between the drive-side rotator and the intermediate rotator and the driven-side rotator in the radial direction. The gist is that the engagement position is radially outside the non-engagement position.

  According to this invention, when rotated from the drive side rotator, the power transmission member moves radially outward to connect the drive side rotator and the driven side rotator. Therefore, compared with the case where the engagement position is radially inward from the non-engagement position, a clutch including the drive-side rotator, the power transmission member, and the driven-side rotator is configured to transmit the rotational driving force. The load applied to the parts is reduced. Therefore, it is possible to reduce the size of the components constituting the clutch, and the size of the clutch can be reduced by reducing the size of the components constituting the clutch.

  The invention according to claim 6 includes the motor body having the drive shaft that is rotationally driven, and the driven shaft that is disposed coaxially with the drive shaft and rotated by the rotational driving force of the drive shaft. 6. A motor comprising a speed reduction mechanism that decelerates and outputs a rotational driving force of a shaft, and the clutch according to claim 1 disposed between the drive shaft and the driven shaft. This is the gist.

  According to the present invention, the motor is provided with the clutch in which the reliability of the on operation and the off operation accompanying the movement of the power transmission member is improved. Therefore, in this motor, when the drive of the motor body starts, the rotational driving force is quickly transmitted from the drive shaft to the driven shaft. On the other hand, when the motor body stops, the drive shaft and the driven shaft are disconnected from the driven shaft side. Can be easily rotated.

  According to a seventh aspect of the present invention, in the motor of the sixth aspect, when the drive shaft is rotationally driven to rotate the driven shaft, the drive shaft is moved in a direction opposite to the rotational direction before the stop. The gist of the invention is to temporarily rotate and drive the drive-side rotator relative to the intermediate rotator to place the power transmission member in the disengaged position.

  According to the present invention, after the drive shaft is stopped to stop the rotation of the driven shaft, when the drive shaft is temporarily rotated in the direction opposite to the rotation direction before the stop, the drive shaft is rotated integrally with the drive shaft. The drive side rotator and the intermediate rotator easily rotate relative to each other. Therefore, the reliability of the operation of turning off the clutch can be further improved.

  The invention according to claim 8 is configured to use the motor according to claim 6 or claim 7 as its drive source, and to open and close a door for opening and closing an opening provided in the vehicle by driving the motor. When a command to automatically open and close the door is generated in the vehicle door opening and closing device, the drive shaft is connected to the driven shaft by the clutch together with the driving of the motor body, and the door is automatically opened and closed, The gist of the invention is that when the motor body is stopped, the driven shaft is disconnected from the drive shaft by the clutch to reduce the operating load when the door is manually opened and closed.

  According to the present invention, the motor used as the drive source is provided with the clutch in which the reliability of the on operation and the off operation accompanying the movement of the power transmission member is improved. In general, in a vehicle door opening / closing device that automatically opens and closes a vehicle door by a driving force of a motor, there is a demand for the door to be manually opened and closed. Therefore, by using such a motor as a drive source, it is possible to easily open and close the door manually. Further, when the motor body is driven based on a command to automatically open and close the door, the drive shaft and the driven shaft are quickly connected by the clutch, so that the opening and closing operation of the door can be started smoothly.

  ADVANTAGE OF THE INVENTION According to this invention, the clutch which can improve the certainty of the operation | movement turned on and off, the motor provided with this clutch, and the vehicle door opening / closing apparatus can be provided.

Sectional drawing of the motor with a clutch in this embodiment. The schematic block diagram of a sliding door opening / closing apparatus. Sectional drawing of the clutch of embodiment (AA sectional drawing in Fig.6 (a)). The disassembled perspective view of the clutch of embodiment. The top view of the clutch of embodiment. (A) is a plan view of the clutch in an off state, and (b) is a bottom view of the clutch in an off state. (A) is a top view of the clutch in the on state, (b) is a bottom view of the clutch in the on state. (A)-(e) is explanatory drawing for demonstrating operation | movement of a clutch. (A)-(e) is a timing chart for demonstrating operation | movement of each component which comprises a clutch.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings.
FIG. 1 shows a motor 11 of this embodiment. As shown in FIG. 2, the motor 11 according to the present embodiment is used as a drive source for the slide door opening and closing device 1 mounted on an automobile. The slide door opening / closing device 1 is disposed in a slide door 3 that is slidable along the side surface of the vehicle body 2. The slide door 3 is supported by a connector 5 connected to a guide rail 4 provided on the vehicle body 2. The connector 5 moves along the guide rail 4 when the wire cable 6 is wound and delivered by driving the motor 11. The sliding door 3 opens and closes the entrance / exit 2a formed in the vehicle body 2 by the movement of the connector 5.

  As shown in FIG. 1, the motor 11 is a so-called geared motor including a motor body 12 and a speed reduction unit 13. The motor body 12 includes a yoke housing 14, a pair of magnets 15, an armature 16, a brush holder 17, and a pair of brushes 18.

  The yoke housing 14 has a bottomed cylindrical shape, and a pair of magnets 15 are fixed to the inner surface thereof. A bearing 19 is provided at the center of the bottom of the yoke housing 14, and the bearing 19 can rotate a base end portion of the rotary shaft 20 (drive shaft) of the armature 16 disposed inside the yoke housing 14. To support.

  The opening 14a of the yoke housing 14 is integrally formed with a flange portion 14b extending outward in the radial direction, and the flange portion 14b is connected and fixed to a gear housing 31 of the speed reduction portion 13 described later. ing. In this fixing, the flange portion 14b is fixed to the gear housing 31 with the screw 21 in a state where the brush holder 17 is interposed between the flange portion 14b and the opening portion 31a of the gear housing 31.

  In the yoke housing 14, the brush holder 17 includes a bearing 22 that pivotally supports a portion of the armature 16 on the distal end side of the rotary shaft 20, and a pair of brushes 18 that are in sliding contact with the commutator 23 fixed to the rotary shaft 20. keeping. Further, in the brush holder 17, a portion protruding outside the yoke housing 14 and the gear housing 31 is a connector portion 17 a to which a vehicle body side connector (not shown) extending from the vehicle body side is connected, and the connection of the connector portion 17 a. A plurality of terminals 24 are exposed in the recess 17b. The terminals 24 are inserted into the brush holder 17 and are electrically connected to the brush 18 and a rotation sensor (a hall element 42 described later) provided in the motor 11. When a vehicle body side connector (not shown) is coupled to the connector portion 17a, the controller 25 provided on the vehicle body side and the motor 11 are electrically connected. As a result, power supply and output of sensor signals and the like can be performed between the motor 11 and the controller 25.

The speed reduction unit 13 includes a gear housing 31, a speed reduction mechanism 34 including a worm shaft 32 (driven shaft) and a worm wheel 33, an output shaft 35, and a clutch 50.
The resin gear housing 31 accommodates the worm shaft 32, the worm wheel 33, and the clutch 50 therein. The gear housing 31 includes an opening 31a facing the opening 14a of the yoke housing 14, and the brush holder 17 is interposed between the openings 14a and 31a.

  The gear housing 31 is formed with a clutch housing portion 31 b that is recessed in the axial direction from the opening 31 a of the gear housing 31. Further, the gear housing 31 accommodates a substantially cylindrical shaft housing cylinder portion 31c extending in the axial direction from the bottom of the clutch housing portion 31b and housing the worm shaft 32, and a worm wheel 33 connected to the shaft housing tube portion 31c. A substantially circular wheel housing portion 31d is formed.

  A pair of bearings 36 and 37 are arranged at both ends in the axial direction of the shaft accommodating cylinder portion 31c. The worm shaft 32 is arranged coaxially with the rotating shaft 20 (that is, arranged so that the rotating axes coincide with each other) by having both end portions thereof supported by bearings 36 and 37. A worm portion 32a having a screw tooth shape is formed at a substantially central portion of the worm shaft 32 in the axial direction. Further, in the shaft accommodating cylinder portion 31c, a thrust receiving ball 38 and a thrust receiving plate 39 for receiving the thrust load of the worm shaft 32 are provided on the tip side of the worm shaft 32 (the end opposite to the motor main body 12). Has been placed.

  A ring-shaped sensor magnet 41 magnetized in the circumferential direction between the worm portion 32a and the portion supported by the bearing 36 in the worm shaft 32 is mounted so as to rotate integrally with the worm shaft 32. ing. A hall element 42 that detects a change in the magnetic field associated with the rotation of the sensor magnet 41 is disposed in a portion of the shaft housing cylinder portion 31 c that faces the outer peripheral surface of the sensor magnet 41. The Hall element 42 is a signal for detecting rotation information such as the rotation speed and rotation speed of the worm shaft 32, and outputs a rotation detection signal that is a signal corresponding to a change in the magnetic field accompanying the rotation of the sensor magnet 41. . The controller 25 detects the opening / closing position and opening / closing speed of the slide door 3 based on the rotation detection signal.

  A disc-shaped worm wheel 33 that meshes with the worm portion 32a of the worm shaft 32 is rotatably accommodated in the wheel accommodating portion 31d. An output shaft 35 is fixed to the central portion of the worm wheel 33 in the radial direction so as to rotate integrally. A drive pulley (not shown) on which the wire cable 6 for opening and closing the slide door 3 is opened and closed is connected to the output shaft 35 so as to rotate integrally (see FIG. 1).

  The clutch housing portion 31b houses a mechanical clutch 50 that is disposed between the worm shaft 32 and the rotary shaft 20 and that connects and disconnects the worm shaft 32 and the rotary shaft 20. As shown in FIGS. 3 and 4, the clutch 50 includes a clutch case 51, a drive side rotating body 52, a return spring 53 (biasing means), an intermediate plate 54, a roller member 55, a friction member 56, a friction load spring 57, and A driven side rotating body 58 is provided.

  The clutch case 51 includes a substantially cylindrical clutch housing 61 and a substantially plate-shaped clutch cover 62 fixed to the clutch housing 61. At one end portion in the axial direction of the clutch housing 61 on the side facing the clutch cover 62, fixing portions 61a projecting radially outward are formed at three positions that are equiangularly spaced in the circumferential direction. Each fixing portion 61a is formed with a screw insertion hole 61b penetrating in the axial direction. As shown in FIG. 1, the outer diameter of the clutch housing 61 excluding the fixed portion 61a is formed to be substantially equal to the inner diameter of the clutch housing portion 31b. And the clutch housing 61 is accommodated in the clutch accommodating part 31b so that the axial direction edge part by which the fixing | fixed part 61a is provided faces the motor main body 12 side.

  As shown in FIGS. 3 and 4, the clutch cover 62 has a substantially disk shape, and the outer diameter thereof is formed to be equal to the outer diameter of the clutch housing 61. Further, on the outer peripheral edge of the clutch cover 62, there are formed fixing portions 62a protruding outward in the radial direction at three locations that are equiangularly spaced in the circumferential direction, and the fixing portion 62a penetrates in the axial direction. A screw insertion hole 62b is formed. The clutch cover 62 is disposed so as to overlap the axial end surface of the clutch housing 61 where the fixing portion 61 a is formed, and the three fixing portions 62 a of the clutch cover 62 are three fixing portions of the clutch housing 61. 61a is superimposed on each other. Then, as shown in FIG. 1, the fixing screw 63 is inserted into the screw insertion holes 61 b and 62 b of the overlapped fixing portions 61 a and 62 a and is screwed into the peripheral portion of the opening of the clutch housing portion 31 b in the gear housing 31. As a result, the clutch housing 61 and the clutch cover 62, that is, the clutch case 51 are fixed to the gear housing 31.

  As shown in FIGS. 3 and 4, a friction convex portion 62 c that protrudes toward the inside of the clutch housing 61 along the axial direction is formed at the central portion in the radial direction of the clutch cover 62. The friction convex portion 62 c has a cylindrical shape, and an inner diameter thereof is substantially equal to an outer diameter of the rotating shaft 20. The tip of the rotating shaft 20 is inserted inside the friction convex portion 62c. In the clutch cover 62, a pair of through holes 62d penetrating in the axial direction are formed on the outer peripheral side of the friction convex portion 62c.

  The drive-side rotator 52 has a disk shape and is integrally formed at the tip of the rotary shaft 20 so as to be coaxial with the rotary shaft 20. Further, the outer diameter of the driving side rotating body 52 is formed smaller than the inner diameter of the clutch housing 61. A pair of spring accommodating portions 52 a is formed in the drive side rotating body 52 at a position on the outer peripheral side of the rotating shaft 20. The two spring accommodating portions 52a are formed so as to penetrate the driving side rotating body 52 in the axial direction. In addition, as shown in FIG. 6B, the two spring accommodating portions 52a form an arcuate groove shape surrounding the central axis of the driving side rotating body 52, and the radial direction of the driving side rotating body 52 The drive side rotator 52 has a symmetrical shape with a straight line extending in the diametrical direction as the axis of symmetry. A return spring 53 made of a compression coil spring is accommodated in each of the spring accommodating portions 52a.

  In the drive-side rotator 52, the drive-side rotator 52 is recessed in the axial direction between two end portions in the circumferential direction of two adjacent spring accommodating portions 52a, that is, at two positions that are 180 ° apart in the circumferential direction. The engaging recess 52b is formed. Each engaging recess 52b has an arc shape with the center of curvature in the radial direction of the drive-side rotating body 52, and is formed concentrically with the spring accommodating portion 52a. In addition, the radial width of each engaging recess 52b is formed to be narrower than the radial width of the spring accommodating portion 52a, and each engaging recess 52b includes two spring accommodating portions 52a adjacent in the circumferential direction. Is communicated.

  Three cam grooves 52c are formed in a portion of the driving side rotating body 52 that is on the outer peripheral side of the pair of spring accommodating portions 52a. The three cam grooves 52c are formed at equal angular intervals in the circumferential direction, and are formed so as to penetrate the drive side rotating body 52 in the axial direction. Each cam groove 52c extends substantially along the circumferential direction of the drive-side rotator 52, and has a constant width in the short-side direction. Each cam groove 52c has a symmetrical shape on both sides in the circumferential direction with the center in the circumferential direction as the center. Specifically, the central portion of each cam groove 52c in the circumferential direction has a substantially V shape in which the shape viewed from the axial direction of the driving side rotating body 52 opens toward the outside in the radial direction, and the circumference of each cam groove 52c. Both end portions in the direction have an arc shape with the center axis of the drive side rotating body 52 as the center of curvature. Therefore, each cam groove 52c is located radially inward at the center in the circumferential direction, and radially outward from the center in the circumferential direction toward both sides in the circumferential direction. Further, in each cam groove 52c, the arc-shaped portions on both sides in the circumferential direction are located on the outermost radial direction. In each cam groove 52c, the center in the circumferential direction is the non-engagement guide portion P1, and the arcuate portions at both ends in the circumferential direction are the engagement guide portions P2.

  As shown in FIG. 4, three pressing protrusions 52 d are formed on the inner side of the drive side rotating body 52 than the pair of spring accommodating portions 52 a. As shown in FIGS. 3 and 5, the three pressing protrusions 52 d are formed so as to protrude in the axial direction on the end surface in the axial direction on the side facing the clutch cover 62 in the driving side rotating body 52, and in the circumferential direction. It is formed in three places which are equiangular intervals, that is, 120 ° intervals in the circumferential direction. Further, in the drive-side rotator 52, the circumferential positions of the three pressing protrusions 52d correspond to the circumferential positions of the three cam grooves 52c in the circumferential center (that is, the non-engaging guide portion P1). Each of the pressing protrusions 52d has a substantially trapezoidal shape in which the width in the circumferential direction becomes narrower toward the radially outer side as viewed from the axial direction. It is located radially inward of the spring accommodating part 52a. Furthermore, the pressing surfaces 52e, which are side surfaces on both sides in the circumferential direction of each pressing protrusion 52d, are parallel to the axial direction and inclined with respect to the radial direction.

  As shown in FIGS. 3 and 4, the intermediate plate 54 is disposed between the drive side rotating body 52 and the clutch cover 62. The intermediate plate 54 has a disk shape, and the outer diameter thereof is formed to be equal to the outer diameter of the drive side rotating body 52. In addition, an insertion hole 54a through which the rotary shaft 20 is inserted is formed in the central portion in the radial direction of the intermediate plate 54, and the inner diameter of the insertion hole 54a is formed to be larger than the outer diameter of the rotary shaft 20. Yes. The intermediate plate 54 is disposed inside the clutch housing 61 in a state where the rotary shaft 20 is inserted into the insertion hole 54a.

  As shown in FIGS. 3 and 6 (b), two axial ends of the intermediate plate 54 facing the drive-side rotating body 52 on the side opposite to the driving side rotating body 52 are 180 ° apart on the outer periphery of the insertion hole 54a. In addition, a pair of engaging projections 54b protruding in the axial direction is formed. Each engagement convex portion 54 b is formed corresponding to a pair of engagement concave portions 52 b formed in the drive side rotating body 52. That is, each of the engaging protrusions 54b has an arc shape when viewed from the axial direction, the radial width thereof is equal to the radial width of the engaging recess 52b, and the circumferential width thereof is engaged. It is formed equal to the width in the circumferential direction of the recess 52b. The intermediate plate 54 is assembled to the drive-side rotator 52 so that the pair of engagement protrusions 54 b are inserted into the pair of engagement recesses 52 b of the drive-side rotator 52. The engaging convex portions 54 b inserted into the engaging concave portions 52 b are respectively disposed between the end portions of the two return springs 53. The intermediate plate 54 and the drive-side rotator 52 are connected in the circumferential direction via these return springs 53, and the return spring 53 biases the engagement convex portion 54 b, so that the intermediate plate 54 is driven on the drive side. The rotating body 52 is held at a predetermined relative rotational position via a return spring 53. Further, the intermediate plate 54 and the drive-side rotator 52 assembled with each other are arranged coaxially (that is, arranged in a state where the central axes (refer to the one-dot chain line in FIG. 3) coincide).

  As shown in FIGS. 4 and 5, the same number of cam grooves 52 c formed in the drive side rotating body 52, that is, three control grooves 54 c are formed on the outer peripheral edge of the intermediate plate 54. The three control grooves 54c are formed at three locations that are equiangularly spaced in the circumferential direction (120 ° intervals in the present embodiment). Each control groove 54c is recessed from the outer peripheral edge of the intermediate plate 54 toward the inside in the radial direction. Each control groove 54c opens toward the radially outer side and penetrates the intermediate plate 54 in the axial direction. Further, each control groove 54c has a U shape whose shape viewed from the axial direction is opened radially outward. Furthermore, as shown in FIG. 6B, the bottom of each control groove 54c is located radially inward from the non-engaging guide part P1 of the cam groove 52c. The circumferential width of each control groove 54c is narrower than the length along the circumferential direction of the cam groove 52c.

  As shown in FIGS. 4 and 5, a roller member 55 is inserted into each control groove 54c. The roller member 55 includes a sandwiching portion 55a and a cam engaging portion 55b formed integrally with the sandwiching portion 55a. The sandwiching portion 55a is formed in a column shape in which a cross section cut along a direction orthogonal to the axial direction forms a racetrack shape. As shown in FIG. 3, the axial length of the clamping portion 55a is formed to be equal to the thickness of the intermediate plate 54 (that is, the axial length of the intermediate plate 54). Further, as shown in FIG. 5, when the clamping portion 55a is viewed from the axial direction, the length in the longitudinal direction of the clamping portion 55a is the length in the radial direction of the control groove 54c (that is, the depth of the control groove 54c). ) And the length in the short direction of the sandwiching portion 55a is substantially equal to the circumferential width of the control groove 54c.

  As shown in FIG. 4, the cam engaging portion 55b extends along the axial direction from one axial end surface of the clamping portion 55a and has a cylindrical shape. The cam engaging portion 55b protrudes from one end portion in the longitudinal direction of the clamping portion 55a when the roller member 55 is viewed from the axial direction. And the outer diameter of this cam engaging part 55b is formed substantially equal to the width | variety (length of a transversal direction) of the clamping part 55a.

  As shown in FIG. 3, the three roller members 55 have their holding portions 55 a accommodated in the control grooves 54 c of the intermediate plate 54, while the cam engagement portions 55 b are in the cam grooves 52 c of the drive side rotating body 52. Has been inserted. As shown in FIG. 5, when viewed from the axial direction, the sandwiching portion 55a has the longitudinal direction of the sandwiching portion 55a coincident with the radial direction of the intermediate plate 54, and the short side direction of the sandwiching portion 55a is the intermediate plate. 54 is inserted into the control groove 54 c so as to coincide with the circumferential direction of the head 54. Therefore, the roller member 55 is guided in the radial movement by the control groove 54c, while the circumferential movement with respect to the intermediate plate 54 is restricted. Further, as shown in FIG. 6B, the roller engaging member 55 is moved along the longitudinal direction of the cam groove 52 c with respect to the drive side rotating body 52 by inserting the cam engaging portion 55 b into the cam groove 52 c. While the movement of the cam groove 52c in the width direction is restricted.

  When the intermediate plate 54 and the drive-side rotator 52 rotate relative to each other with the center axis as the center of rotation, as shown in FIG. 6B, the cam mechanism including the cam groove 52c and the cam engagement portion 55b. The roller member 55 is moved along the radial direction of the intermediate plate 54 while being guided by the control groove 54c. When the cam engagement portion 55b is disposed in the non-engagement guide portion P1 of the cam groove 52c by relative rotation between the intermediate plate 54 and the driving side rotating body 52, the clamping portion 55a is the most within the radial movement range. Arranged radially inside. At this time, the holding portion 55a is disposed radially inward from the outer peripheral edge of the intermediate plate 54, and the roller member 55 is disposed at a driving side rotating body 52 and a driven side rotating body 58 described later. Corresponds to a non-engagement position where it is not engaged in the rotational direction. On the other hand, as shown in FIGS. 7A and 7B, the cam engagement portion 55b is disposed in the engagement guide portion P2 of the cam groove 52c by the relative rotation of the intermediate plate 54 and the drive side rotating body 52. If it does, the clamping part 55a will be arrange | positioned in the radial direction outermost in the movement range of the radial direction. At this time, a part of the clamping portion 55a protrudes radially outward from the outer peripheral edge of the intermediate plate 54, and the arrangement position of the roller member 55 at this time is the driving side rotating body 52 and a driven side rotation described later. This corresponds to the engagement position for engaging the body 58 in the rotational direction.

  As shown in FIGS. 3 and 4, an annular annular recess formed by recessing the peripheral edge portion of the insertion hole 54 a in the axial direction at the end portion in the axial direction of the intermediate plate 54 facing the clutch cover 62. 54d is formed. Further, at the end in the axial direction on the side facing the clutch cover 62 in the intermediate plate 54, three accommodating recesses 54e extending from the annular recess 54d toward the radially outer side are formed. The three receiving recesses 54e are formed between the control grooves 54c adjacent to each other in the circumferential direction so as to alternate with the control grooves 54c, and are formed at equal angular intervals in the circumferential direction. A pair of guide surfaces 54h facing the circumferential direction of the intermediate plate 54 and parallel to each other are provided on the inner side surface of the housing recess 54e.

  The housing recess 54e houses a friction member 56 that generates a frictional force with the outer peripheral surface of the friction projection 62c. The friction member 56 includes a friction main body portion 56a having a substantially rectangular parallelepiped shape, and a release protrusion 56b formed to protrude from the friction main body portion 56a. The end surfaces on both sides in the circumferential direction of the friction body 56a are in contact with the pair of guide surfaces 54h of the housing recess 54e. For this reason, the friction member 56 is movable in the radial direction with respect to the intermediate plate 54 while being guided by the pair of guide surfaces 54h of the housing recess 54e, while the circumferential direction relative to the intermediate plate 54 by the same pair of guide surfaces 54h. Movement is restricted. A friction surface 56d that is in contact with the outer peripheral surface of the friction convex portion 62c is formed on the radially inner end surface of the friction main body portion 56a. The friction surface 56d is parallel to the axial direction and has an arc shape with the same curvature as the outer peripheral surface of the friction convex portion 62c. The friction member 56 is urged radially inward by the pair of friction load springs 57 accommodated on the outer peripheral side of the friction member 56 in the accommodation recess 54e, so that the friction surface 56d and the friction projection 62c A frictional force is generated between the outer peripheral surface.

  As shown in FIG. 3, the release protrusion 56 b is a portion closer to the intermediate plate 54 than the friction surface 56 d (that is, a portion aligned with the friction surface 56 d in the axial direction) on the radially inner end surface of the friction body 56 a. It protrudes radially inward from the intermediate plate 54 side portion. And the front-end | tip part of the cancellation | release protrusion 56b protrudes in the radial inside rather than the insertion hole 54a. Further, as shown in FIG. 5, when the friction member 56 is viewed from the axial direction, the release protrusion 56b is formed at a position corresponding to the central portion in the circumferential direction of the friction surface 56d and is directed to the radially inner tip. A substantially trapezoidal shape whose width in the circumferential direction becomes narrower as the height increases. The pressing protrusion 52d of the driving side rotating body 52 can come into contact with the release protrusion 56b from the rotation direction of the driving side rotating body 52. Then, when the drive-side rotator 52 is further rotated after the pressing protrusion 52d comes into contact with the release protrusion 56b from the circumferential direction along with the rotation of the driving-side rotator 52, it is released by the action of the pressing surface 52e of the pressing protrusion 52d. The protrusion 56 b is moved outward in the radial direction against the biasing force of the friction load spring 57. Then, the friction body 56a is moved radially outward while being guided by the guide surface 54h together with the release protrusion 56b, whereby the friction surface 56d is separated from the outer peripheral surface of the friction projection 62c, and the friction surface 56d and the friction projection The frictional force with 62c is released.

As shown in FIGS. 3 and 4, the driven-side rotating body 58 includes a bottomed cylindrical driven cylindrical portion 58a and a shaft coupling portion 58b formed integrally with the bottom of the driven cylindrical portion 58a. Yes.
The outer diameter of the driven cylindrical portion 58a is set to a value slightly smaller than the inner diameter of the clutch housing 61, and the inner diameter of the driven cylindrical portion 58a is smaller than the outer diameters of the drive side rotating body 52 and the intermediate plate 54. It is set to a slightly large value. 3 to 8, a small radial gap between the clutch housing 61 and the driven cylindrical portion 58a, and a diameter between the driving side rotating body 52 and the intermediate plate 54 and the driven cylindrical portion 58a. A small gap in the direction is omitted for illustration. The axial length of the driven cylindrical portion 58a is shorter than the inner depth of the clutch housing 61, and the inner depth of the driven cylindrical portion 58a is the driving-side rotating body assembled with each other. 52 and the intermediate plate 54 are formed substantially equal to the length in the axial direction.

  On the inner peripheral surface of the cylindrical side wall portion 58c of the driven cylindrical portion 58a, control concave portions 58d are formed at six locations that are equiangularly spaced in the circumferential direction (60 ° intervals in the present embodiment). Each control recess 58d is recessed outward in the radial direction and extends along the axial direction from the open end of the driven cylindrical portion 58a to the substantially central portion in the axial direction of the side wall portion 58c. Furthermore, the axial length of each control recess 58d is formed to be slightly longer than the axial length of the clamping portion 55a. In addition, the inner side surfaces on both sides in the circumferential direction of each control recess 58d form a pair of transmission surfaces 58e whose intervals in the circumferential direction gradually increase toward the inner side in the radial direction. Each transmission surface 58e is inclined with respect to the radial direction, and is parallel to the axial direction.

  Such a driven cylindrical portion 58 a is accommodated in the clutch housing 61 with its opening facing the clutch case 51. Further, the driving side rotating body 52 and the intermediate plate 54 assembled with each other are disposed inside the driven cylindrical portion 58a, and the side wall 58c of the driven side rotating body 58 is driven with the driving side rotation. The body 52 and the intermediate plate 54 are interposed between the clutch housing 61. And the outer periphery of the drive side rotary body 52, the outer periphery of the intermediate | middle plate 54, and the side wall part 58c oppose radial direction.

  As shown in FIG. 3, the shaft connecting portion 58b extends along the axial direction from the center of the bottom of the driven cylindrical portion 58a and protrudes to the outside of the driven cylindrical portion 58a. Further, the shaft connecting portion 58b protrudes from the clutch housing 61 to the outside. The shaft connecting portion 58b has a cylindrical shape, and its outer diameter is equal to the outer diameter of the worm side shaft connecting portion 32b provided at the base end portion of the worm shaft 32, as shown in FIG. Has been. In addition, on the base end face (the upper end face in FIG. 1) of the worm side shaft connecting portion 32b, shaft connecting recesses 32c are formed at three positions that are equiangularly spaced in the circumferential direction. In FIG. 1, only one of the three shaft coupling recesses 32c is shown. Each of the shaft coupling recesses 32c is recessed along the axial direction of the worm shaft 32 from the base end surface of the worm side shaft coupling portion 32b, and on the base end side (upper side in FIG. 1) and radially outward of the worm shaft 32. It is open.

  As shown in FIG. 3, a shaft coupling convex portion 58f corresponding to the shaft coupling concave portion 32c (see FIG. 1) is formed to protrude from the tip of the shaft coupling portion 58b. The shaft coupling convex portion 58f is an outer peripheral edge at the tip of the shaft coupling portion 58b and protrudes along the axial direction from three locations that are equiangularly spaced in the circumferential direction. Further, each of the shaft coupling convex portions 58f has a circumferential width, a radial width, and an axial length that are equal to the circumferential width, the radial width, and the axial direction of the shaft coupling concave portion 32c (see FIG. 1). The depth of each is formed equal. As shown in FIGS. 1 and 3, by inserting the three shaft coupling convex portions 58f into the three shaft coupling concave portions 32c of the worm shaft 32, the driven-side rotating body 58 and the worm shaft 32 are connected to each other. It is engaged in the rotational direction and can rotate integrally.

Next, the operation of the motor 11 configured as described above will be described focusing on the operation of the clutch 50.
As shown in FIGS. 6A and 6B, when the rotary shaft 20 is not rotationally driven as in the case where the motor main body 12 is stopped, the relative rotational position between the drive-side rotator 52 and the intermediate plate 54. Is maintained at a position where the control groove 54c and the non-engaging guide portion P1 at the center in the circumferential direction of the cam groove 52c overlap in the axial direction by the urging force of the return spring 53 that urges the engaging protrusion 54b. Yes. Accordingly, since the cam engagement portion 55b is disposed in the non-engagement guide portion P1 of the cam groove 52c, the roller member 55 is the most radially inner position in the radial movement range, and is driven side rotation. It is disposed at a non-engagement position where it does not engage with the body 58 in the rotational direction. In addition, each release protrusion 56b is disposed at a central portion in the circumferential direction between the pressing protrusions 52d adjacent in the circumferential direction, and is not in contact with the pressing protrusion 52d. Further, the friction member 56 is urged radially inward by the friction load spring 57, whereby a frictional force is generated between the friction surface 56d of the friction member 56 and the outer peripheral surface of the friction convex portion 62c of the clutch cover 62. ing. Therefore, the rotational position of the intermediate plate 54 with respect to the clutch housing 61 is maintained by this frictional force.

  As shown in FIGS. 1 and 2, when a command to automatically open or close the slide door 3 is generated, the motor body 12 is driven by the controller 25 and the rotary shaft 20 is driven to rotate. Then, as shown in FIGS. 8A and 9A, the drive side rotating body 52 is rotated integrally with the rotating shaft 20. In FIG. 8A, the drive side rotator 52 is rotated in the clockwise direction as shown by the arrow. At this time, the friction member 56 held by the intermediate plate 54 is urged inward in the radial direction by the friction load spring 57, thereby fixing the friction surface 56 d of the friction member 56 and the gear housing 31. A frictional force is generated between the friction cover 62c of the clutch cover 62 and the outer peripheral surface thereof. Since the rotational position of the intermediate plate 54 with respect to the clutch housing 61 is maintained by this frictional force, the intermediate plate 54 is not rotated. Accordingly, the drive side rotating body 52 is rotated relative to the intermediate plate 54 while contracting the return spring 53 against the engaging convex portion 54 b against the urging force of the return spring 53. Then, the cam groove 52c is rotated in the circumferential direction of the drive-side rotator 52 with respect to the cam engagement portion 55b in accordance with the relative rotation of the drive-side rotator 52 with respect to the intermediate plate 54. Then, while being guided by the cam groove 52c, it is relatively moved from the non-engagement guide portion P1 toward the engagement guide portion P2. The roller member 55 is moved radially outward by the action of the cam groove 52c. Thus, the clutch 50 is turned on.

  In FIG. 9, for the drive side rotating body 52, “forward rotation” means rotation in the same direction as the rotation direction of the rotary shaft 20 driven to rotate by driving the motor body 12, while “reverse rotation” is the same. This means rotation in the direction opposite to the rotation direction of the rotary shaft 20. As for the friction load by the friction member 56, “Ff” is the maximum friction generated between the friction surface 56d and the friction convex portion 62c by the biasing force of the friction load spring 57 when the intermediate plate 54 is stopped. It is power. Further, regarding the urging force of the return spring 53, “Fso” is the urging force of the return spring 53 when the cam engagement portion 55b is disposed in the non-engagement guide portion P1, and “Fs” is the cam engagement force. This is the biasing force of the return spring 53 when the mating portion 55b is disposed in the engagement guide portion P2 and at the circumferential end of the cam groove 52c.

  As shown in FIGS. 8B and 9B, when the load applied to the output shaft 35 is small, that is, when the load applied to the driven-side rotator 58 is small, the drive-side rotator 52 and the intermediate plate Due to the relative rotation with respect to 54, the pressing protrusion 52 d comes into contact with the release protrusion 56 b of the friction member 56 from the rotational direction of the drive side rotating body 52. At this time, the relative rotational position of the drive side rotating body 52 and the intermediate plate 54 is the engagement guide portion P2 on the rear side in the rotation direction of the drive side rotating body 52 in the cam groove 52c, and the drive side rotation in the cam groove 52c. A portion slightly closer to the disengagement guide portion P1 than the end portion on the rear side in the rotation direction of the body 52 is in a position where the control groove 54c overlaps in the axial direction. Therefore, the cam engagement portion 55b is in the engagement guide portion P2 of the cam groove 52c and slightly disengagement guide portion P1 from the rear end portion in the rotation direction of the drive side rotating body 52 in the cam groove 52c. Since the roller member 55 is disposed at a position close to the roller member 55, the roller member 55 is disposed at an engagement position where the clamping portion 55a can abut on the transmission surface 58e of the driven-side rotator 58. In addition, let the position of the roller member 55 at this time be a 1st engagement position. In addition, regarding the positional relationship between the drive-side rotator 52 and the intermediate plate 54 shown in FIG. 9, “θ” is the same as when the cam engagement portion 55b is disposed in the non-engagement guide portion P1 of the cam groove 52c. This is an angle at which the drive-side rotator 52 and the intermediate plate 54 are rotated relative to each other until the cam engagement portion 55b is disposed at the circumferential end of the cam groove 52c.

  Then, the rotational driving force of the drive-side rotator 52 is transmitted from the pressing protrusion 52d to the friction member 56 having the release protrusion 56b, from the friction member 56 to the intermediate plate 54, and further from the intermediate plate 54 to the roller. It is transmitted to the member 55. Therefore, the drive side rotating body 52 and the intermediate plate 54 rotate together with the roller member 55 while maintaining the above-described relative rotational position at the time of light load by the urging force of the return spring 53. At this time, the friction member 56 is integrally rotated together with the intermediate plate 54 while bringing the friction surface 56d and the outer peripheral surface of the friction convex portion 62c into sliding contact. When the radially outer end of the clamping portion 55a is disposed in the control recess 58d and abuts on the transmission surface 58e, the rotational driving force of the rotary shaft 20 is driven from the transmission surface 58e via the roller member 55 to the driven side. This is transmitted to the rotating body 58 and the driven side rotating body 58 is rotated. As a result, the worm shaft 32 connected to the drive-side rotator 52 is rotated, and the rotation is decelerated by the decelerating mechanism 34 and output from the output shaft 35.

  When the load applied to the output shaft 35 is larger than that during the light load, as shown in FIGS. 8C and 9C, the drive side rotating body 52 and the intermediate plate 54 are further rotated relative to each other. The The relative rotational position of the driving side rotating body 52 and the intermediate plate 54 is within the engagement guide portion P2 of the cam groove 52c and the end of the cam groove 52c on the rear side in the rotation direction of the driving side rotating body 52. The control groove 54c is positioned so as to overlap in the axial direction. Accordingly, the cam engaging portion 55b is disposed in the engagement guide portion P2 of the cam groove 52c and at the end of the cam groove 52c on the rear side in the rotation direction of the driving side rotating body 52. Is arranged at an engagement position at which the clamping portion 55a can abut on the transmission surface 58e of the driven-side rotator 58. The position of the roller member 55 at this time is defined as a second engagement position. Since the driving side rotating body 52 comes into contact with the cam engaging portion 55b of the roller member 55 arranged at the second engaging position from the rotational direction, the rotational driving force of the driving side rotating body 52 is applied to the roller. Direct transmission to the member 55 is possible. At this time, as the driving side rotating body 52 and the intermediate plate 54 rotate relative to each other, the pressing protrusion 52d of the driving side rotating body 52 is rotated relative to the release protrusion 56b. Then, the pressing protrusion 52d moves the release protrusion 56b radially outward against the urging force of the friction load spring 57 by the action of the pressing surface 52e. That is, the friction member 56 having the release protrusion 56b is moved outward in the radial direction. Accordingly, the friction surface 56d is separated from the outer peripheral surface of the friction convex portion 62c, and the frictional force between the friction surface 56d and the outer peripheral surface of the friction convex portion 62c is released. The rotational driving force of the rotary shaft 20 is transmitted from the driving side rotating body 52 to the roller member 55, and further transmitted from the roller member 55 to the driven side rotating body 58 via the transmission surface 58e. As a result, the worm shaft 32 connected to the drive-side rotator 52 is rotated, and the rotation is decelerated by the decelerating mechanism 34 and output from the output shaft 35.

  When the automatic opening operation or closing operation of the sliding door 3 is completed, the motor body 12 is stopped. As shown in FIG. 8D and FIG. 9D, the rotation of the rotary shaft 20 is stopped by stopping the motor main body 12, so that the rotation of the drive side rotating body 52 is stopped. Then, by the urging force of the return spring 53 that urges the engaging convex portion 54b (when the motor main body 12 is stopped at the time of high load, the urging force of the friction load spring 57 that urges the friction member 56 also acts. ), The drive-side rotator 52 is rotated in the reverse direction (rotated in the direction opposite to the immediately preceding rotation direction). That is, the relative rotational position of the drive-side rotator 52 and the intermediate plate 54 is such that the control groove 54c and the non-engaging guide portion P1 at the center in the circumferential direction of the cam groove 52c overlap with each other in the axial direction. The drive side rotator 52 is rotated relative to the intermediate plate 54. Accordingly, since the cam groove 52c is rotated in the circumferential direction of the drive side rotating body 52 with respect to the cam engagement portion 55b, the cam engagement portion 55b is disengaged from the engagement guide portion P2 while being guided by the cam groove 52c. It moves relatively toward the joint guide part P1. Accordingly, the roller member 55 is moved radially inward by the action of the cam groove 52c. When the cam engagement portion 55b is disposed in the non-engagement guide portion P1 of the cam groove 52c, the roller member 55 is in the non-engagement position where the drive side rotary body 52 and the driven side rotary body 58 are not engaged. Return. That is, the clutch 50 is turned off.

  In order to automatically open and close the sliding door 3, even if the rotary shaft 20 is rotated in the opposite direction to the example shown in FIGS. 8 (a) to 8 (c), the intermediate plate 54, The clutch 50 operates in the same manner only when the rotation direction of the driven side rotating body 58 and the like is reversed.

  As shown in FIGS. 1 and 2, when the rotary shaft 20 is not driven to rotate as when the motor body 12 is stopped, the output shaft from the slide door 3 side is manually operated to close or open the slide door 3. When 35 is rotated, the worm shaft 32 is rotated along with the rotation of the output shaft 35. As shown in FIGS. 8E and 9E, when the rotary shaft 20 is not driven to rotate, the cam engaging portion 55b is disposed in the non-engaging guide portion P1 of the cam groove 52c, so The member 55 is disposed at the non-engagement position. Therefore, the driven-side rotator 58 is not engaged with any of the drive-side rotator 52, the intermediate plate 54, and the roller member 55 in the rotation direction, and the rotating shaft 20 and the worm shaft 32 are in a disconnected state. Therefore, the driven-side rotator 58 idles with respect to the drive-side rotator 52 and the intermediate plate 54 as the worm shaft 32 rotates. Therefore, since the rotary shaft 20 which becomes a rotational load from the output shaft 35 side is separated from the worm shaft 32, the rotation from the output shaft 35 side becomes easy. Therefore, it is possible to easily open and close the slide door 3 manually without requiring a large operating force.

Next, characteristic effects of the present embodiment will be described.
(1) The roller member 55 is guided by the cam groove 52c and engaged with the non-engagement position by the relative movement of the cam groove 52c with respect to the roller member 55 due to the relative rotation of the driving side rotating body 52 and the intermediate plate 54. Move between positions. As described above, the movement of the roller member 55 between the non-engagement position and the engagement position is performed in a state in which the movement direction is regulated by the cam groove 52c, so that the roller member 55 is guided to the cam groove 52c. However, it is stably moved from the non-engagement position to the engagement position and from the engagement position to the non-engagement position. In the clutch 50 of the present embodiment, the movement of the roller member 55 to the engagement position does not depend on the centrifugal force generated by the rotation of the roller member 55. Therefore, when the motor body is driven, the roller member reciprocates between the engagement position and the non-engagement position multiple times until the roller member pops out radially outward and the clutch is turned on. No noise is generated until the clutch is turned on by the reciprocation of the roller member between the engagement position and the non-engagement position. Further, the roller member 55 moves between the non-engagement position and the engagement position while being guided by the cam groove 52c in a state in which the movement in the engagement direction with respect to the drive side rotating body 52 is restricted by the cam groove 52c. Therefore, rattling so as to be inclined with respect to the axial direction is suppressed. Therefore, when the driving of the motor body 12 is started and stopped, the roller member 55 is smoothly moved between the non-engagement position and the engagement position. Therefore, in the clutch 50 of the present embodiment, an operation to turn on (that is, an operation to connect the driving side rotating body 52 and the driven side rotating body 58) and an operation to turn off (that is, the driving side rotating body 52 and the driven side). The reliability of the operation of disconnecting the rotating body 58) can be improved.

  (2) Since the friction member 56 generates a frictional force that maintains the rotational position of the intermediate plate 54 between the friction convex portion 62c, the drive side rotary body 52 and the intermediate plate 54 are started when the drive side rotary body 52 starts to rotate. Relative rotation with is performed well. Therefore, since the cam groove 52c guides the roller member 55 from the non-engagement position to the engagement position more reliably, the reliability of the operation of turning on the clutch 50 can be further improved.

  (3) Since the holding force for holding the rotational position of the intermediate plate 54 at the start of rotation of the driving side rotating body 52 is a frictional force, the roller member 55 is rotated from the driving side rotating body 52 and the roller member 55 is arranged at the engaging position. Later, the friction member 56 and the friction convex portion 62c come into sliding contact with each other according to the rotational driving force transmitted to the intermediate plate 54, so that the rotation of the intermediate plate 54 is easily permitted. Accordingly, the rotation of the intermediate plate 54 after the roller member 55 is disposed at the engagement position is smoothly performed.

  (4) Since the friction member 56 is moved away from the friction convex portion 62c by the pressing protrusion 52d after the roller member 55 is disposed at the engagement position, the driving side rotating body 52 is rotated at the time of high load. The transmission loss of the rotational driving force from the driving side rotating body 52 to the driven side rotating body 58 can be reduced. When the pressing protrusion 52d moves the friction member 56 away from the friction convex portion 62c, the roller member 55 is moved to the first engagement position, so that the operation of turning on the clutch 50 is performed reliably. Is called.

  (5) The frictional force between the friction surface 56d and the friction convex portion 62c can be reduced or released by the contact between the pressing protrusion 52d of the driving side rotating body 52 and the release protrusion 56b of the friction member 56. Accordingly, it is not necessary to add a separate component in order to reduce or cancel the frictional force between the friction surface 56d and the frictional projection 62c. The pressing protrusion 52d and the release protrusion 56b are simple protrusions protruding in the radial direction. Therefore, in order to provide a configuration for reducing or releasing the frictional force between the friction surface 56d and the friction convex portion 62c, the components constituting the clutch 50 such as the driving side rotating body 52 and the friction member 56 are complicated. Can be suppressed.

  (6) The friction convex portion 62 c is formed on the clutch cover 62 fixed to the non-rotating gear housing 31 different from the clutch 50. Therefore, since the frictional force can be generated more reliably between the friction member 56 and the friction convex portion 62c, the reliability of the operation of turning on the clutch 50 can be further improved.

  (7) When the roller member 55 is rotated from the driving-side rotator 52, the roller member 55 moves to the radially outer engagement position to connect the driving-side rotator 52 and the driven-side rotator 58. Therefore, in order to transmit the rotational driving force (rotational torque) compared to the case where the engagement position is radially inward of the non-engagement position, the drive side rotary body 52, the roller member 55, and the driven side rotary body 58 are transmitted. For example, the load applied to the parts constituting the clutch 50 is reduced. Therefore, the components constituting the clutch 50 can be reduced in size, and the clutch 50 can be reduced in size by reducing the size of the components constituting the clutch 50. Further, since the rotation speed of the intermediate plate 54 is smaller toward the inner peripheral side, the friction member 56 that rotates integrally with the intermediate plate 54 is biased toward the inner side in the radial direction so that the friction convexity at the central portion in the radial direction of the clutch cover 62 is obtained. Wearing the friction member 56 can be suppressed by contacting the portion 62c.

  (8) The clamping portion 55a of the roller member 55 is inserted into a control groove 54c formed in the intermediate plate 54 that is rotated relative to the drive side rotating body 52 having the cam groove 52c. The control groove 54c allows and guides the radial movement of the clamping portion 55a with respect to the intermediate plate 54, while restricting the circumferential movement of the clamping portion 55a with respect to the intermediate plate 54. Therefore, rattling of the roller member 55 is further suppressed, so that the cam mechanism of the cam groove 52c and the cam engagement portion 55b is favorably operated during the relative rotation of the drive side rotating body 52 and the intermediate plate 54. Become so. Therefore, the roller member 55 is stably moved from the non-engagement position to the engagement position and from the engagement position to the non-engagement position in accordance with the relative rotation of the drive side rotator 52 and the intermediate plate 54. .

  (9) When the motor main body 12 is stopped, the driving side rotating body 52 is reversed by the urging force of the return spring 53, so that the driving side rotation for moving the roller member 55 from the engaging position to the non-engaging position is performed. The relative rotation between the body 52 and the intermediate plate 54 is easily performed. Therefore, the reliability of the operation of turning off the clutch 50 is further improved.

  (10) By connecting the drive-side rotator 52 and the intermediate plate 54 via the return spring 53, the drive-side rotator 52 and the intermediate plate 54 are brought to a predetermined relative rotational position by the urging force of the return spring 53. Can be easily maintained. When the motor body 12 is stopped, that is, when the clutch 50 is turned off, the driving-side rotating body 52 and the intermediate plate 54 can be maintained at a constant relative rotational position, so that the roller member 55 is disposed at the non-engagement position. Can be maintained. Accordingly, it is possible to prevent the clutch 50 from being inadvertently turned on when the motor body 12 is stopped.

  (11) The return spring 53 is accommodated in a spring accommodating portion 52a formed so as to penetrate the drive side rotating body 52 in the axial direction. Therefore, the clutch 50 can be reduced in size as compared with a case where a space for arranging the return spring 53 is separately provided.

  (12) The driven rotary body 58 is formed with six control recesses 58d. Accordingly, the roller member 55 abuts on the transmission surface 58e of the control recess 58d when the motor body 12 is driven, compared to the case where the control recesses 58d formed in the driven-side rotator 58 are the same in number as the roller members 55. The time until is shortened. As a result, it is possible to reduce the time taken for the motor body 12 to be driven and the clutch 50 to be turned on.

  (13) The motor 11 of this embodiment includes the clutch 50 in which the reliability of the on operation and the off operation associated with the movement of the roller member 55 is improved. Accordingly, in the motor 11, when the driving of the motor body 12 is started, the rotational driving force is quickly transmitted from the rotating shaft 20 to the worm shaft 32, while when the motor body 12 is stopped, the rotating shaft 20 and the worm shaft 32 are Due to this disconnection, rotation from the worm shaft 32 side becomes easy.

  (14) The clutch 50 is disposed in the motor 11 before the rotational driving force of the rotary shaft 20 is decelerated by the speed reduction mechanism 34. Therefore, the load applied to each component constituting the clutch 50 can be kept small, and the clutch 50 can be downsized. Therefore, the motor 11 including the clutch 50 can be downsized. The miniaturized motor 11 can be easily installed in a small arrangement space such as the inside of the slide door 3.

  (15) The motor 11 used as a drive source in the slide door opening and closing device 1 of the present embodiment is provided with the clutch 50 in which the reliability of the on operation and the off operation associated with the movement of the roller member 55 is improved. In general, a sliding door opening / closing device that automatically opens and closes the sliding door 3 by the driving force of the motor 11 is required to be configured so that the sliding door 3 can be manually opened and closed. Therefore, it can be set as the structure which can open and close the slide door 3 manually by using such a motor 11 as a drive source. In addition, when the motor body 12 is driven based on a command to automatically open and close the slide door 3, the rotary shaft 20 and the worm shaft 32 are quickly connected by the clutch 50. Start is smooth.

In addition, you may change embodiment of this invention as follows.
In the above embodiment, the present invention has been described by taking the slide door opening / closing device 1 for automatically opening / closing the slide door 3 that opens / closes the entrance / exit 2a provided on the side of the vehicle body 2 as an example. However, if the door opening and closing device automatically opens and closes the door using the motor 11 as a driving source, the present invention is applied to a device that opens and closes doors other than the slide door 3 arranged on the side of the vehicle body 2. May be. For example, the present invention may be applied to a back door opening and closing device that automatically opens and closes a back door that opens and closes an opening provided at the rear of the vehicle by the driving force of the motor 11. The motor 11 of the above embodiment is not limited to the door opening / closing device, and transmits the rotational driving force of the rotary shaft 20 to a load connected to the output shaft 35, while allowing the output shaft 35 to rotate from the load side. It may be used in the device.

  In the above embodiment, when the rotational driving of the rotating shaft 20 is stopped, the driving side rotating body 52 is reversed by the biasing force of the return spring 53 (the biasing force of the friction load spring 57 also acts at the time of high load). It has become. However, after rotating the rotation shaft 20 to stop the rotation of the worm shaft 32 and stopping the rotation shaft 20, the rotation shaft 20 is temporarily rotated in the direction opposite to the rotation direction before the rotation is stopped. The drive-side rotator 52 may be forcibly rotated relative to the intermediate plate 54 in order to place 55 in the non-clamping position. If it does in this way, after stopping the rotation drive of the rotating shaft 20, the drive side rotary body 52 and the intermediate | middle plate 54 rotated integrally with the rotating shaft 20 will become easy to rotate relatively. Therefore, the reliability of the operation of turning off the clutch 50 can be further improved.

  In the above embodiment, the clutch 50 is provided in the motor 11. However, the clutch 50 may be used in addition to the motor 11 to operate so as to connect / disconnect the drive shaft and the driven shaft arranged on the same axis.

  -You may set an engagement position to radial inside rather than a non-engagement position. At this time, the friction member 56 may be urged radially outward by the friction load spring 57 to press the friction member 56 against the inner peripheral surface of the clutch case 51 to generate a frictional force. In this way, the friction load spring 57 can be reduced in size.

The clutch 50 does not necessarily include the pressing protrusion 52d and the release protrusion 56b.
The clutch 50 may be configured without the clutch case 51. When the clutch case 51 is not provided in the clutch 50, the gear housing 31 may be formed with a friction convex portion 62c with which the friction surface 56d abuts.

  In the above embodiment, when the motor main body 12 starts to be driven, that is, when the drive-side rotator 52 starts to rotate, the rotational position of the intermediate plate 54 is held so as to relatively rotate the drive-side rotator 52 and the intermediate plate 54. In addition, the frictional force generated by the friction member 56 is used. However, the holding force generating means for generating a holding force for holding the rotation position of the intermediate plate 54 at the start of the rotation of the drive side rotating body 52 is not limited to the friction member 56. For example, instead of the friction member 56, when the rotation of the drive-side rotator 52 is started, a weight that holds the rotational position of the intermediate plate 54 by the inertial force may be accommodated in the accommodating recess 54e as a retention force generating means. Good.

  -The shape of the cam groove 52c is not restricted to the shape of the said embodiment. Any shape that can guide the roller member 55 from the non-engagement position to the engagement position and from the engagement position to the non-engagement position in accordance with the relative rotation of the drive-side rotator 52 and the intermediate plate 54 is acceptable. . For example, the cam groove 52c may have an arc shape whose shape viewed from the axial direction opens radially outward.

  In the above-described embodiment, the cam groove 52c moves to the engagement position by moving the roller member 55 radially outward in accordance with the relative rotation of the drive-side rotator 52 and the intermediate plate 54. And move to the disengaged position. However, the cam groove is formed so that the roller member 55 is moved along the axial direction and disposed at the non-engagement position or the non-engagement position in accordance with the relative rotation of the drive-side rotator 52 and the intermediate plate 54. May be.

  In the above embodiment, the cam groove 52 c is formed in the drive side rotating body 52, but the cam groove 52 c may be formed in the intermediate plate 54. In this case, it is preferable to form a control groove 54 c in the drive side rotator 52.

  The number of roller members 55, the number of control recesses 58d, the number of return springs 53, and the number of friction members 56 may be changed as appropriate. It is sufficient that at least one of these parts is provided in the clutch 50.

  In the above embodiment, the driving side rotating body 52 is formed integrally with the rotating shaft 20, but may be formed separately. Further, the driven side rotating body 58 may be formed integrally with the worm shaft 32.

Next, a technical idea that can be grasped from the above embodiment and another example will be added below.
(A) In the clutch according to claim 4, the release means is a pressing protrusion that rotates integrally with the driving side rotating body and contacts the friction member from the rotation direction of the driving side rotating body. To clutch. According to the present invention, the frictional force between the friction member and the non-rotating body can be released by the contact between the pressing protrusion of the driving side rotating body and the friction member 56. Therefore, it is not necessary to separately add a part for releasing the frictional force between the friction member and the non-rotating body. The pressing protrusion has a simple protrusion-like configuration. Therefore, in order to provide the structure which cancels | releases the frictional force between a friction member and a non-rotating body, it can suppress that the components which comprise clutches, such as a drive side rotating body, are complicated.

(B) In the clutch according to any one of claims 1 to 5 and (a),
The drive-side rotator and the intermediate rotator are connected via an urging unit that holds the drive-side rotator and the intermediate rotator at a predetermined relative rotational position, and the urging unit includes the drive When the side rotator is stopped, the driving side rotator and the intermediate rotator are moved by the urging force to guide the power transmission member along the cam groove from the engagement position to the non-engagement position. A clutch characterized by relative rotation. According to this invention, when the driving side rotating body is stopped, the driving side rotating body and the intermediate plate for moving the power transmission member from the engaging position to the non-engaging position by the biasing force of the biasing means. Relative rotation is easily performed. Therefore, the reliability of the operation of turning off the clutch is further improved.

  2 ... A doorway as an opening, 3 ... A sliding door as a door, 11 ... A motor, 12 ... A motor body, 20 ... A rotating shaft as a driving shaft, 32 ... A worm shaft as a driven shaft, 34 ... A reduction mechanism, 50 ... Clutch, 52 ... drive-side rotating body, 52c ... cam groove, 52d ... pressing protrusion as release means, 54 ... intermediate plate as intermediate rotating body, 54c ... control groove as holding part, 55 ... roller as power transmission member 56, a friction member as a holding force generating means, 58, a driven side rotating body, 62c, a friction convex portion as a non-rotating body.

Claims (8)

Provided between the drive shaft and the driven shaft, the drive shaft and the driven shaft are connected when driven from the drive shaft side, and the driven shaft is disconnected from the drive shaft when the drive shaft is not driven A clutch that operates as follows:
A drive-side rotator provided so as to be integrally rotatable with the drive shaft;
A driven-side rotator provided to be rotatable integrally with the driven shaft;
An intermediate rotator that is relatively rotatable with the drive-side rotator;
It moves between a non-engagement position where the drive-side rotator and the driven-side rotator are not engaged in the rotation direction and an engagement position where the drive-side rotator and the driven-side rotator are engaged in the rotation direction. A power transmission member,
Either one of the drive-side rotator and the intermediate rotator has a holding portion that holds the power transmission member so as to allow movement between the non-engagement position and the engagement position, When one of the drive side rotator and the intermediate rotator is inserted with the power transmission member and rotated from the drive side rotator, the power transmission is performed by relative rotation of the drive side rotator with respect to the intermediate rotator. While the member is guided from the non-engagement position to the engagement position, when the driving side rotating body is stopped, the power transmission member is moved to the engaging position by relative rotation of the driving side rotating body and the intermediate rotating body. A clutch having a cam groove that guides to the non-engagement position. The clutch according to claim 1, wherein
Holding force generating means for generating a holding force for holding the rotation position of the intermediate rotating body so that the intermediate rotating body rotates relative to the driving side rotating body at the start of rotation of the driving side rotating body; Features a clutch. The clutch according to claim 2,
The holding force generating means is a friction member that generates a frictional force with a non-rotating body,
The intermediate rotating body rotates integrally with the driving-side rotating body when the power transmission member is disposed at the engagement position. The clutch according to claim 3,
The drive-side rotator should release the frictional force between the friction member and the non-rotary body after the power transmission member is disposed at the engagement position in accordance with the rotation from the drive-side rotator. A clutch comprising release means for moving the friction member in a direction away from the non-rotating body. In the clutch according to any one of claims 1 to 4,
The drive-side rotator and the intermediate rotator are arranged inside the driven-side rotator and the outer peripheral edge thereof is radially opposed to the driven-side rotator,
The power transmission member is at least partially disposed between the driving side rotating body and the intermediate rotating body in the radial direction and the driven side rotating body,
The clutch is characterized in that the engagement position is radially outward from the non-engagement position. A motor body having the drive shaft that is rotationally driven;
A speed reduction mechanism that is arranged coaxially with the drive shaft and has the driven shaft that is rotated by the rotational drive force of the drive shaft and decelerates and outputs the rotational drive force of the drive shaft;
6. A motor comprising the clutch according to claim 1 disposed between the drive shaft and the driven shaft. The motor according to claim 6, wherein
When the drive shaft is rotated after being driven to rotate the driven shaft, the drive shaft is temporarily rotated in a direction opposite to the rotation direction before the drive shaft is stopped, and the power transmission member is moved to the disengaged position. A motor characterized by forcibly rotating the drive-side rotator relative to the intermediate rotator so as to be disposed on the motor. A vehicle door opening and closing device configured to open and close a door for opening and closing an opening provided in a vehicle by using the motor according to claim 6 or 7 as a driving source,
When a command to automatically open and close the door is generated, the drive shaft is connected to the driven shaft by the clutch and the door is automatically opened and closed while the motor main body is driven. Thus, the driven shaft is disconnected from the drive shaft to reduce the operating load when the door is manually opened and closed.

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