JP2011218914A - Clutch device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce vibration and noise produced when an internal combustion engine is self sustaining, without provision of a flywheel.SOLUTION: A clutch device 20 includes a frictional material 21, a plate 22, an engaging mechanism, and a second clutch device. The frictional material 21 is connected with an internal combustion engine 11. The plate 22 is connected with a torque converter 13. The engaging mechanism engages the frictional material 21 with the plate 22. The second clutch device is disposed between the torque converter 13 and wheels, so as to intercept the transmission of a torque between the torque converter 13 and the wheels when the internal combustion engine 11 is self sustaining. The engaging mechanism engages the frictional material 21 with the plate 22 when the internal combustion engine 11 is self sustaining.

Description

  The present invention relates to a vehicle clutch device.

  Some hybrid vehicles (HV) include an internal combustion engine and a motor as two or more power sources having different operating principles. The hybrid vehicle travels using either one or both of the two drive sources depending on the situation. Some of such hybrid vehicles include a clutch device between an internal combustion engine and an electric motor, for example, as in the technique disclosed in Patent Document 1. The clutch device includes, for example, a first rotating member, a second rotating member, a hydraulic chamber, and a piston. The clutch device engages the first rotating member and the second rotating member when the hydraulic oil is guided to the hydraulic chamber and the piston strokes. Thereby, the clutch device can transmit at least one of the rotational force on the wheel side, that is, the rotational force generated by the electric motor and the rotational force transmitted from the wheel to the internal combustion engine.

  Here, the internal combustion engine provided in the hybrid vehicle may be warmed up in order to quickly increase the temperature of a catalyst for purifying exhaust gas, for example. During the warm-up operation, the internal combustion engine performs an autonomous operation (idling). Here, the self-sustained operation is an operation of the internal combustion engine in a state where no rotational force is transmitted to the wheels. In order to reduce vibration and noise that occur during this self-sustained operation, for example, the technique disclosed in Patent Document 1 includes a flywheel provided on the output shaft of an internal combustion engine.

JP 2009-001165 A

  The flywheel has a relatively large mass among the rotating members that are rotated by the engine rotational force generated by the internal combustion engine. Moreover, the technique disclosed in Patent Document 1 needs to secure a space for mounting the flywheel. As a result, the technique disclosed in Patent Document 1 may increase the mass of the power transmission mechanism for transmitting the engine rotational force or increase the size of the power transmission mechanism.

  The present invention has been made in view of the above, and an object of the present invention is to reduce vibration and noise that occur during the self-sustaining operation of an internal combustion engine without the need for a flywheel.

  In order to solve the above-described problems and achieve the object, a vehicle clutch device according to the present invention is connected to an internal combustion engine mounted on a vehicle, and a first engine torque generated by the internal combustion engine is transmitted to the first clutch device. Rotating to at least one of a rotating member, a second rotating member connected to a wheel of the vehicle via a fluid transmission device that transmits the engine rotational force by fluid, and the first rotating member and the second rotating member An engagement mechanism that applies axial thrust to engage the first rotating member and the second rotating member, and is provided between the fluid transmission device and the wheel to stop the vehicle. A rotational force interruption device that interrupts transmission of rotational force between the fluid transmission device and the wheel during the independent operation of the internal combustion engine when the internal combustion engine is in operation, and the engagement mechanism is independent operation of the internal combustion engine Sometimes, the first rotating member and the Characterized in that to engage the second rotating member.

  As a preferred aspect of the present invention, it is desirable that a motor generator is interposed between the second rotating member and the fluid transmission device.

  In order to solve the above-described problems and achieve the object, a vehicle clutch device according to the present invention is connected to an internal combustion engine mounted on a vehicle, and a first engine torque generated by the internal combustion engine is transmitted to the first clutch device. A thrust in the rotational axis direction is applied to at least one of the rotating member, a second rotating member coupled to the vehicle wheel via a motor generator, the first rotating member, and the second rotating member, and An engagement mechanism that engages the first rotating member and the second rotating member, and provided between the motor generator and the wheel, and during the self-sustaining operation of the internal combustion engine when the vehicle is stopped, A rotational force interrupting device that interrupts transmission of rotational force between the motor generator and the wheel, and the engagement mechanism is configured to perform the first rotation member and the second rotation during the self-sustaining operation of the internal combustion engine. With the parts Wherein the engaged.

  The present invention can reduce vibration and noise generated during the self-sustaining operation of an internal combustion engine without requiring a flywheel.

FIG. 1 is an explanatory diagram schematically showing the configuration of a hybrid vehicle. FIG. 2 is a cross-sectional view showing the clutch device and components around the clutch device on the surface including the rotating shaft of the crankshaft. FIG. 3 is a block diagram illustrating functions of the control device. FIG. 4 is a flowchart showing a series of procedures executed by the control device.

  Hereinafter, an embodiment of a vehicle clutch device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

(Embodiment)
FIG. 1 is an explanatory diagram schematically showing the configuration of a hybrid vehicle. Hereinafter, the structure of the hybrid vehicle 10 is demonstrated as a vehicle provided with the vehicle clutch apparatus. The vehicle is not limited to a hybrid vehicle. A hybrid vehicle 10 of the present embodiment shown in FIG. 1 includes an internal combustion engine 11, a clutch device 20, an electric motor 12 as a motor generator, a torque converter 13, a forward / reverse switching mechanism 14, a transmission device 15, and a reduction gear. 16, a differential device 17, a drive shaft 18, a wheel 19, and a control device 40. The internal combustion engine 11 ignites the guided fuel and rotates the engine torque output shaft 11a. The internal combustion engine 11 may be a reciprocating type or a rotary type.

  The electric motor 12 rotates the rotor 12a when supplied with electricity. Note that the rotor 12a may not only output the rotational force, but may be input with, for example, an engine rotational force generated by the internal combustion engine 11 or a wheel rotational force from a wheel 19 described later. The clutch device 20 enables the engine torque output shaft 11a and the rotor 12a to be connected. The clutch device 20 transmits torque between the engine torque output shaft 11a and the rotor 12a (engagement of the clutch device), and transmits torque between the engine torque output shaft 11a and the rotor 12a. Is shut off (release of the clutch device). A more detailed description of the clutch device 20 will be described later.

  The torque converter 13 as a fluid transmission device amplifies the engine rotational force (torque) transmitted from the engine rotational force output shaft 11 a and the motor rotational force (torque) transmitted from the rotor 12 a to the forward / reverse switching mechanism 14. Tell. The forward / reverse switching mechanism 14 can switch the rotational direction of the rotational force (a rotational force including at least one of the engine rotational force and the motor rotational force) input from the torque converter 13. The transmission 15 adjusts the rotational speed of the rotational force input from the forward / reverse switching mechanism 14. The speed reducer 16 decelerates the rotational force input from the transmission 15. The differential device 17 reduces the difference in rotational speed between the wheels 19 while the hybrid vehicle 10 is turning. The drive shaft 18 transmits the rotational force input from the differential device 17 to the wheel 19. The control device 40 will be described later.

  With the above configuration, for example, the motor rotational force generated by the electric motor 12 is applied to the torque converter 13, the forward / reverse switching mechanism 14, the transmission 15, the reduction device 16, the differential device 17, and the drive shaft 18 in order. Via the wheel 19. In the hybrid vehicle 10, when the clutch device 20 is engaged, the motor rotational force generated by the electric motor 12 and the wheel rotational force from the wheels 19 are input to the engine rotational force output shaft 11 a via the clutch device 20. As a result, the engine torque output shaft 11a of the internal combustion engine 11 rotates and the internal combustion engine 11 is started. When the internal combustion engine 11 is started, the engine rotational force generated by the internal combustion engine 11 includes the clutch device 20, the torque converter 13, the forward / reverse switching mechanism 14, the transmission 15, the speed reduction device 16, and the differential device 17. , And are transmitted to the wheel 19 through the drive shaft 18 in order.

  When the hybrid vehicle 10 travels only by the engine rotational force generated by the internal combustion engine 11, the rotor 12 a idles and transmits the engine rotational force generated by the internal combustion engine 11 to the torque converter 13. As described above, the hybrid vehicle 10 can travel with the wheels 19 rotating. The hybrid vehicle 10 can generate electric power from the electric motor 12 by regenerative braking (regenerative braking) during braking. In this case, the wheel rotational force of the wheel 19 is input to the electric motor 12 via the differential device 17, the reduction device 16, the transmission device 15, the forward / reverse switching mechanism 14, and the torque converter 13. The electric motor 12 can generate electric power by this wheel rotational force. Moreover, the hybrid vehicle 10 can be braked by converting the wheel rotational force into electric power.

  FIG. 2 is a cross-sectional view showing the clutch device and components around the clutch device on the surface including the rotating shaft of the crankshaft. The clutch device 20 includes a first clutch device 20a shown in FIG. 3 and a second clutch device 20b as a rotational force cutoff device shown in FIG. The first clutch device 20a includes a friction material 21 as a first rotating member, a plate 22 as a second rotating member, and a first engagement mechanism shown in FIG. Further, the first engagement mechanism includes a snap ring 23, a piston 24, a hydraulic chamber 25, and a return spring 26. The friction material 21 and the plate 22 can rotate around the rotation axis Zr. In the present embodiment, a plurality of friction materials 21 and plates 22 are provided alternately in the direction of the rotation axis Zr. The friction material 21 and the plate 22 are provided so as to be movable in the direction of the rotation axis Zr.

  The engine rotational force from the engine rotational force output shaft 11a is transmitted to the friction material 21 via a rotating member group 28 shown by a slanted line rising in FIG. That is, the friction material 21 is connected to the internal combustion engine 11. When the friction material 21 rotates about the rotation axis Zr, the rotation force of the friction material 21 is transmitted to the engine rotation force output shaft 11a via the rotation member group 28. The motor rotational force from the rotor 12a is transmitted to the plate 22 through a rotating member group 29 indicated by a slanting line with a lower right shoulder in FIG. Further, when the plate 22 rotates about the rotation axis Zr, the rotational force (wheel rotational force) of the plate 22 is transmitted to the rotor 12 a via the rotating member group 29. That is, the plate 22 is connected to the wheel 19 through the electric motor 12.

  The snap ring 23 is provided on the drum 29a of the rotating member group 29 so as not to move in the direction of the rotation axis Zr. The snap ring 23 is in contact with the plate 22 and regulates the movement of the plate 22 and the friction material 21 in the direction of the rotation axis Zr. The piston 24 is provided so as to sandwich the plurality of friction materials 21 and the plurality of plates 22 between the snap ring 23 in the direction of the rotation axis Zr. The piston 24 is provided so as to be movable in the rotation axis Zr direction, and presses the plate 22 in the rotation axis Zr direction. Hereinafter, the force that the piston 24 presses against the plate 22 in the direction of the rotation axis Zr is referred to as thrust.

  The hydraulic chamber 25 is a space surrounded by the piston 24 and the drum 29a. In the hydraulic chamber 25, the hydraulic oil sucked from the oil pan 25c by the oil pump 25b is guided through the oil passage 25a. When the hydraulic oil is filled in the hydraulic chamber 25 and further introduced into the hydraulic chamber 25, the hydraulic oil presses the piston 24 toward the snap ring 23 with the pressure. That is, the hydraulic chamber 25 applies a thrust to the friction material 21 and the plate 22 via the piston 24. The return spring 26 applies a force in a direction opposite to the thrust to the piston 24. The force in the direction opposite to the thrust is a force in a direction in which the piston 24 moves away from the snap ring 23. Hereinafter, the force that the return spring 26 applies to the piston 24 is referred to as a separation force.

  When the thrust applied to the piston 24 by the hydraulic chamber 25 becomes larger than the separating force applied to the piston 24 by the return spring 26, the friction material 21 and the plate 22 move in the direction of the rotation axis Zr by the thrust. Thereby, as for the 1st clutch apparatus 20a, the clearance gap between the friction material 21 and the plate 22 becomes small. When a thrust larger than the separation force is applied to the friction material 21 and the plate 22, the friction material 21 and the plate 22 contact each other in the first clutch device 20 a. In this state, when the hydraulic chamber 25 applies a thrust equal to the separation force to the friction material 21 and the plate 22, the friction material 21 and the plate 22 are maintained in contact with each other.

  Furthermore, when a thrust larger than the separation force is applied to the friction material 21 and the plate 22, the first clutch device 20 a generates a friction force between the friction material 21 and the plate 22. In the first clutch device 20a, this frictional force becomes the engagement force. By this engagement force, the friction material 21 and the plate 22 are engaged in the first clutch device 20a. The engagement here includes two states. One is that the friction material 21 and the plate 22 rotate relatively, that is, the friction material 21 and the plate 22 slip, and the rotational force is transmitted between the friction material 21 and the plate 22. State, so-called half-engagement. The other is that the friction material 21 and the plate 22 do not rotate relatively, that is, the friction material 21 and the plate 22 do not slip, and the rotational force is transmitted between the friction material 21 and the plate 22. It is a state that has been.

  The second clutch device 20 b shown in FIG. 1 is provided between the electric motor 12 and the wheel 19. In the present embodiment, the second clutch device 20b is provided between the torque converter 13 and the input side rotation member 15a of the transmission 15. The second clutch device 20b may be provided inside the casing of the transmission 15. Further, the clutch device included in the transmission 15 may function as the second clutch device 20b of the present embodiment.

  The second clutch device 20 b includes a first rotating member 31, a second rotating member 32, and a second engagement mechanism 33. The first rotating member 31 is connected to the torque converter 13 (in this embodiment, connected to the torque converter 13 via the forward / reverse switching mechanism 14). The second rotating member 32 is connected to the input side rotating member 15a. The second engagement mechanism 33 engages the first rotation member 31 and the second rotation member 32 or releases the engagement between the first rotation member 31 and the second rotation member 32. Since the operating principle of the second clutch device 20b is the same as that of the first clutch device 20a, description thereof is omitted.

  When the first rotating member 31 and the second rotating member 32 are engaged, the engine rotational force generated by the internal combustion engine 11 and the motor rotational force generated by the electric motor 12 are transmitted to the wheels 19. On the other hand, when the engagement between the first rotating member 31 and the second rotating member 32 is released, the engine rotational force generated by the internal combustion engine 11 and the motor rotational force generated by the electric motor 12 are not transmitted to the wheels 19. . That is, when the engagement between the first rotating member 31 and the second rotating member 32 is released, the hybrid vehicle 10 is stopped. In this manner, the second clutch device 20b can block transmission of the rotational force between the torque converter 13 and the wheel 19.

  Here, the rotational force cutoff device is not limited to the second clutch device 20b. The rotational force cutoff device may be, for example, a parking gear mechanism included in the hybrid vehicle 10. The parking gear mechanism cuts off transmission of torque between the torque converter 13 (fluid transmission device) and the motor 12 and the wheel 19 when a shift range changing device S described later is parking. That is, the rotational force blocking device may be any device that blocks the rotational force from the wheels 19 to the road surface and does not allow the vehicle to travel during the self-sustaining operation of the internal combustion engine 11 when the vehicle is stopped.

  As shown in FIG. 1, the control device 40 controls each operation of the internal combustion engine 11, the electric motor 12, the first clutch device 20a, and the second clutch device 20b. The control device 40 of the present embodiment is included in an ECU (Electronic Control Unit). In addition to the internal combustion engine 11, the electric motor 12, the first clutch device 20a, and the second clutch device 20b, the ECU includes each of the hybrid vehicles 10 such as the torque converter 13 and the transmission 15 shown in FIG. Control the operation of the device. Note that the control device 40 may be provided separately from the ECU. Specifically, the control device 40 controls the operation of each part of the internal combustion engine 11. The control device 40 controls the operation of the electric motor 12. Further, the control device 40 adjusts the pressure and flow rate of the hydraulic oil discharged from the oil pump 25b shown in FIG. That is, the control device 40 adjusts the amount of hydraulic fluid guided to the hydraulic chamber 25 shown in FIG. 2 and the flow rate of hydraulic fluid guided to the hydraulic chamber 25 to adjust the engagement force between the friction material 21 and the plate 22. Further, the control device 40 adjusts the engagement force between the first rotation member 31 and the second rotation member 32 by the second engagement mechanism 33.

  As shown in FIG. 1, the control device 40 acquires a signal from the shift range sensor S1. The shift range sensor S1 detects the shift range of the shift range changing device S provided in the hybrid vehicle 10, and outputs a signal corresponding to the shift range. The shift range changing device S is provided in the passenger compartment of the hybrid vehicle 10 and is operated by the driver. The shift range includes at least a parking range or a neutral range. The parking range and the neutral range are ranges for realizing a state in which neither the engine rotational force nor the motor rotational force is transmitted to the wheel 19. That is, when the shift range changing device S is the parking range or the neutral range, the hybrid vehicle 10 does not travel due to the engine rotational force or the motor rotational force. The control device 40 acquires the current shift range of the shift range changing device S by acquiring a signal from the shift range sensor S1.

  FIG. 3 is a block diagram illustrating functions of the control device. The control device 40 includes an input / output unit 41, a storage unit 42, and a processing unit 43. The input / output unit 41 includes an internal combustion engine 11 (specifically, an injector or a spark plug for injecting fuel), an electric motor 12, and an oil pump 25b (specifically, pressure of hydraulic oil discharged from the oil pump 25b). Hydraulic circuit for adjusting the pressure), the second engagement mechanism 33, and the shift range sensor S1 are electrically connected. The storage unit 42 stores information necessary for the processing unit 43 to execute a series of procedures. The information is, for example, a computer program describing a series of procedures, a predetermined threshold used when the processing unit 43 executes the computer program, a map, or the like.

  The processing unit 43 includes an information acquisition unit 44, a calculation unit 45, and an operation control unit 46. The information acquisition unit 44 acquires a signal from the shift range sensor S1 via the input / output unit 41. That is, the information acquisition unit 44 acquires the shift range Sp. The information acquisition unit 44 acquires information from the storage unit 42. The calculation unit 45 performs a calculation according to a procedure included in the computer program, or selects a procedure to be executed next from a plurality of procedures. The operation control unit 46 includes a signal for controlling the operation of each part of the internal combustion engine 11, a signal for controlling the operation of the electric motor 12, a signal for adjusting the hydraulic pressure discharged from the oil pump 25b, A signal for controlling the operation of the two engagement mechanism 33 is generated. Then, the operation control unit 46 transmits a control signal to each device via the input / output unit 41. Next, a series of procedures executed by the control device 40 will be described.

  FIG. 4 is a flowchart showing a series of procedures executed by the control device. In step ST01, the information acquisition unit 44 acquires the current shift range Sp from the shift range sensor S1. Next, in step ST02, the calculation unit 45 determines whether or not the current shift range Sp is a parking range or a neutral range. When the calculation unit 45 determines that the current shift range Sp is neither the parking range nor the neutral range (step ST02, No), the control device 40 ends the execution of a series of procedures. When the calculation unit 45 determines that the current shift range Sp is a parking range or a neutral range (step ST02, Yes), the control device 40 proceeds to step ST03.

  In step ST03, the calculation unit 45 determines whether or not the internal combustion engine 11 is operated independently. Hereinafter, the operation of the internal combustion engine 11 while the hybrid vehicle 10 is stopped is simply referred to as a self-sustained operation of the internal combustion engine 11. For example, the storage unit 42 includes information (flag) indicating whether or not the internal combustion engine 11 is operated independently. Based on this information (flag), the arithmetic unit 45 determines whether or not the internal combustion engine 11 is operated independently. For example, when the internal combustion engine 11 needs to be warmed up or when the catalyst provided in the hybrid vehicle 10 needs to be warmed up, the storage unit 42 stores information indicating that the internal combustion engine 11 needs to be operated independently. When the calculation unit 45 determines that the internal combustion engine 11 is not operated independently (step ST03, No), the control device 40 ends the execution of a series of procedures. When the calculation unit 45 determines that the internal combustion engine 11 is operated independently (step ST03, Yes), the control device 40 proceeds to step ST04.

  Next, in step ST04, the operation control unit 46 engages the first clutch device 20a. The engagement here includes half-engagement between the friction material 21 and the plate 22 and complete engagement between the friction material 21 and the plate 22. In step ST04, the operation control unit 46 operates the rotational force interrupting device. In the present embodiment, the operation control unit 46 releases the engagement of the second clutch device 20b. That is, the operation control unit 46 does not engage the first rotating member 31 and the second rotating member 32, and interrupts the transmission of the rotational force between the torque converter 13 and the wheel 19. When the rotational force interrupting device is a parking gear mechanism, the operation control unit 46 locks the parking gear mechanism.

  Next, in step ST05, the operation control unit 46 starts the internal combustion engine 11. Specifically, the operation control unit 46 starts the electric motor 12. At this time, the friction material 21 and the plate 22 of the first clutch device 20a are engaged. Therefore, when the electric motor 12 is started, the motor driving force is transmitted to the internal combustion engine 11 via the first clutch device 20a. Thereby, the engine rotational force output shaft 11a of the internal combustion engine 11 is rotated by the motor driving force. Then, the operation control unit 46 causes the injector of the internal combustion engine 11 to inject fuel and ignites the fuel by the ignition device of the internal combustion engine 11. Thereby, the internal combustion engine 11 is started. At this time, the electric motor 12 rotates idly by, for example, an engine torque input via the first clutch device 20a. At this time, the wheel 19 is not driven because the first rotating member 31 and the second rotating member 32 of the second clutch device 20b are not engaged. That is, the hybrid vehicle 10 is in an idling state.

  When the control device 40 executes the series of steps described above, the hybrid vehicle 10 causes the rotor 12a and the rotating member of the torque converter 13 to rotate together with the engine rotational force output shaft 11a during the self-sustaining operation of the internal combustion engine 11. Become. Thereby, in the hybrid vehicle 10, since the mass of the rotor 12a and the rotating member of the torque converter 13 is added to the engine rotational force output shaft 11a, the inertia of the engine rotational force output shaft 11a increases. Therefore, the clutch device 20 can reduce vibration and noise generated during the self-sustaining operation of the internal combustion engine 11. That is, the clutch device 20 can realize the same function as the flywheel on the rotor 12a and the rotating member of the torque converter 13. Thereby, the hybrid vehicle 10 does not require a flywheel. As a result, the clutch device 20 can reduce the possibility that the power transmission mechanism included in the hybrid vehicle 10 will increase in size and reduce the mass of the power transmission mechanism.

  Here, the control device 40 engages the friction material 21 of the first clutch device 20a and the plate 22 during the self-sustaining operation of the internal combustion engine 11, thereby causing the rotor 12a and the rotating member of the torque converter 13 to rotate with the engine rotational force. It is rotating. However, the control device 40 may rotate only the rotor 12a by engaging the friction material 21 of the first clutch device 20a and the plate 22 during the self-sustaining operation of the internal combustion engine 11. In this case, the clutch device 20 includes, for example, the second clutch device 20b between the electric motor 12 and the torque converter 13. Even in this case, the clutch device 20 can cause the rotor 12a to realize the same function as the flywheel.

  Further, when the vehicle does not include the electric motor 12, the control device 40 engages the friction material 21 of the first clutch device 20 a and the plate 22 during the self-sustaining operation of the internal combustion engine 11, so that only the rotating member of the torque converter 13 is engaged. May be rotated. Even in this case, the clutch device 20 can cause the rotating member of the torque converter 13 to realize the same function as the flywheel. Thus, the clutch device 20 rotates at least one of the rotor 12a and the rotating member of the torque converter 13 during the self-sustaining operation of the internal combustion engine 11, thereby eliminating the need for a flywheel and performing the self-sustaining operation of the internal combustion engine. The generated vibration and noise can be reduced.

  In the present embodiment, the motor generator is described as the electric motor 12, but the motor generator may be a generator. The electric motor is superior in output of rotational force than the power generation capability, and the generator is superior in power generation capability than the output of rotational force, but the principle of operation is the same. In this case, the plate 22 of the first clutch device 20a is connected to the wheel via the generator. Even in this case, the clutch device 20 has the same effect as when the motor generator is the electric motor 12.

  In the present embodiment, the fluid transmission device has been described as the torque converter 13, but the fluid transmission device may be a fluid coupling, for example. The fluid coupling transmits a rotational force (torque) through a fluid without amplifying it. Even in this case, the clutch device 20 can realize the same function as the flywheel on the rotating member of the fluid coupling. Therefore, even in this case, the clutch device 20 has the same effect as when the fluid transmission device is the torque converter 13.

  Further, in the present embodiment, it has been described that the electric motor 12 rotates idly by the engine rotational force input via the first clutch device 20a during the self-sustaining operation of the internal combustion engine 11, but the electric motor 12 is, for example, the first clutch device. You may generate electric power with the engine rotational force input via 20a. Thereby, the hybrid vehicle 10 can charge a battery at the time of the independent operation of the internal combustion engine 11.

  As described above, the vehicle clutch device according to the present invention is useful for a technique for reducing vibration and noise generated during the self-sustaining operation of an internal combustion engine without requiring a flywheel.

DESCRIPTION OF SYMBOLS 10 Hybrid vehicle 11 Internal combustion engine 11a Engine rotational force output shaft 12 Electric motor (motor generator)
12a Rotor 13 Torque converter (fluid transmission device)
DESCRIPTION OF SYMBOLS 14 Forward / reverse switching mechanism 15 Transmission 15a Input side rotating member 16 Deceleration device 17 Differential device 18 Drive shaft 19 Wheel 20 Clutch device 20a First clutch device 20b Second clutch device (rotational force cutoff device)
21 Friction material (first rotating member)
22 Plate (second rotating member)
23 Snap ring (engagement mechanism)
24 Piston (engagement mechanism)
25 Hydraulic chamber (engagement mechanism)
25a Oil passage 25b Oil pump 25c Oil pan 26 Return spring (engagement mechanism)
28, 29 Rotating member group 29a Drum 31 First rotating member 32 Second rotating member 33 Second engaging mechanism 40 Controller 41 Input / output unit 42 Storage unit 43 Processing unit 44 Information acquisition unit 45 Calculation unit 46 Operation control unit S shift Range change device S1 Shift range sensor Sp Shift range Zr Rotating shaft

Claims (3)

A first rotating member connected to an internal combustion engine mounted on a vehicle and to which engine rotational force generated by the internal combustion engine is transmitted;
A second rotating member connected to a wheel of the vehicle via a fluid transmission device that transmits the engine rotational force by a fluid;
An engagement mechanism that applies a thrust in a rotation axis direction to at least one of the first rotation member and the second rotation member to engage the first rotation member and the second rotation member;
Provided between the fluid transmission device and the wheel to block transmission of rotational force between the fluid transmission device and the wheel during the self-sustaining operation of the internal combustion engine when the vehicle is stopped. A rotational force blocking device;
With
The engagement mechanism is
A clutch device for a vehicle, wherein the first rotating member and the second rotating member are engaged during the self-sustaining operation of the internal combustion engine.   The vehicle clutch device according to claim 1, wherein a motor generator is interposed between the second rotating member and the fluid transmission device. A first rotating member connected to an internal combustion engine mounted on a vehicle and to which engine rotational force generated by the internal combustion engine is transmitted;
A second rotating member connected to the wheels of the vehicle via a motor generator;
An engagement mechanism that applies a thrust in a rotation axis direction to at least one of the first rotation member and the second rotation member to engage the first rotation member and the second rotation member;
Rotational force that is provided between the motor generator and the wheel and blocks transmission of rotational force between the motor generator and the wheel during the self-sustaining operation of the internal combustion engine when the vehicle is stopped. A shut-off device;
With
The engagement mechanism is
A clutch device for a vehicle, wherein the first rotating member and the second rotating member are engaged during the self-sustaining operation of the internal combustion engine.

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