JP2013053735A - Friction clutch apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a friction clutch apparatus which determines a cause of a clutch engaging motion failure to either a failure of an actuator or a failure of a friction follow-up mechanism, and efficiently finds the cause of the motion failure and repairs a failed part.SOLUTION: The friction clutch apparatus includes a drive-side plate 2, a driven-side plate 3 with friction materials 31, 32, a pressure plate 4 that presses and moves the driven-side plate 3, an actuator 5 that drives the pressure plate 4, a stroke detecting means 6 that detects the moving stroke amount of the pressure plate 4, a friction follow-up mechanism 7 that adjusts a gap length d between the drive-side plate 2 and the pressure plate 4 according to the friction amount of the friction materials 31, 32 of the driven-side plate 3, and a failure determination means 81 which determines the cause of the motion failure to either the failure of the actuator 5 or the failure of the friction follow-up mechanism 7 based on the change of the moving stroke amount.

Description

  The present invention relates to a friction clutch device, and more particularly to a friction clutch device that is driven by an actuator with a wear tracking mechanism that compensates for wear of a friction material.

  In the middle of a vehicle power train, a clutch device that interrupts transmission of power is generally used between an engine and a transmission. As a typical clutch device, there is a friction clutch device in which a driven plate having a friction material (referred to as a facing or lining) on a friction surface is frictionally slid and joined to a driving plate. The friction clutch device is subdivided into a wet type that supplies a cooling liquid such as oil to the friction surface and a dry type that relies on cooling by air. In addition, the operation method includes a manual method that is driven when a driver depresses a clutch pedal, and an automatic method that is automatically driven by a control unit and an actuator. In an automatic dry friction clutch device, if the clutch disengagement operation is repeated, the friction material is worn and affects the operation characteristics. In order to reduce this influence, a wear tracking mechanism that compensates for wear of the friction material may be used.

  The clutch control device of Patent Document 1 is a joint application of the applicant of the present application, and includes an adjustment mechanism (wear follow-up mechanism) that compensates for wear of the clutch disk. Specifically, the clutch control device includes an actuator that displaces a clutch disk (driven plate) facing the flywheel (driving side plate) in the axial direction via a pressure plate and a diaphragm spring. The engagement state is changed. Further, the clutch control device is provided between the pressure plate and the diaphragm spring, and includes an adjustment mechanism that changes the axial distance between the pressure plate and the diaphragm spring by driving the actuator and compensates for wear of the clutch disk. ing.

  Further, the vehicle friction clutch disclosed in Patent Document 2 is also provided with an adjusting device (wear) that compensates for the wear amount of a friction plate (friction material) provided between the pressing member and the pressure plate and provided in the clutch disk (driven plate). Tracking mechanism). This adjustment device has the same configuration and operation as the adjustment mechanism of Patent Document 1, although some of the names of the components are different.

  That is, Patent Documents 1 and 2 compensate for an increase in the amount of drive stroke of the actuator until the clutch disk wears and reaches the joint. In other words, the adjustment mechanism (adjustment device) changes the axial distance between the pressure plate and the diaphragm spring (pressing member) so that the amount of drive stroke required at the time of wear does not change significantly from the normal time. Is stabilizing.

JP 2004-116693 A Japanese Patent Laid-Open No. 2004-301191

  By the way, in patent documents 1 and 2, although the point which can stabilize an operation characteristic by having an adjustment mechanism or an adjustment device (wear follow-up mechanism) is preferred, the number of components has increased by that much. For this reason, when a clutch engagement operation failure occurs, it cannot be determined whether the cause of the operation failure is due to an actuator failure or an adjustment mechanism (wear tracking mechanism) failure. As a result, the investigation of the cause of the failure becomes complicated and difficult, and there is a risk that it will take time to repair the failed part.

  The present invention has been made in view of the problems of the background art described above, and has a wear tracking mechanism that compensates for friction material wear and is driven by an actuator. The problem to be solved is to provide a friction clutch device in which the cause is determined as either the failure of the actuator or the failure of the wear following mechanism, and the cause of the malfunction can be investigated and the repair of the failed part can be efficiently performed. And

  The friction clutch device according to the present invention is arranged so as to be movable in the axial direction side by side on one side in the axial direction of the driving side plate and rotationally connected to a driving source, and faces the driving side plate. A driven side plate having a friction material on the surface and rotationally connected to a load, and arranged on one side in the axial direction of the driven side plate, moved to the other side in the axial direction to move the driven side plate A pressure plate that pushes and slides the friction material on the drive side plate, an actuator that drives the pressure plate, and a stroke detection means that detects the amount of movement of the pressure plate to the other side in the axial direction; A wear follow-up mechanism that adjusts a gap length between the drive side plate and the pressure plate before moving according to a wear amount of the friction material of the driven side plate; When the clutch engagement operation failure occurs, and a failure determining means for determining the cause of the malfunction on the basis of changes in the movement stroke to either a failure of the failure or the wear compensation mechanism of the actuator.

  Further, the wear tracking mechanism reduces the movement stroke amount in the next clutch engagement operation by reducing the gap length when the movement stroke amount exceeds a specified value in a certain clutch engagement operation, and the failure determination means includes: When the maximum value of the moving stroke when the clutch engagement failure occurs is less than the specified value, it is determined that the actuator has failed, and when the maximum value of the moving stroke is equal to or more than the specified value, It is preferable to determine that the wear tracking mechanism has failed.

  Further, the friction clutch device of the present invention may be incorporated in a power train of a vehicle.

  The friction clutch device of the present invention has a device configuration that is equipped with a wear tracking mechanism that compensates for wear of the friction material and is driven by an actuator. Based on this change, the cause of the malfunction is determined as either an actuator failure or a wear tracking mechanism failure. Therefore, referring to the determination result, the cause of the malfunction and the repair of the failure part can be efficiently performed.

  Furthermore, when the travel stroke exceeds a specified value in a certain clutch engagement operation, the wear tracking mechanism compensates for friction material wear by reducing the gap length between the drive side plate and the pressure plate before moving. In this mode, the failure determination means determines the failure site based on the magnitude relationship between the maximum value of the movement stroke amount when the clutch engagement failure occurs and the specified value. Therefore, it is possible to accurately determine the failure site, and to efficiently investigate the cause of the malfunction and repair the failure site.

  In addition, in the friction clutch device incorporated in the vehicle power train, the clutch disengagement operation occurs frequently. However, the friction discriminating operation is compensated for by the wear following mechanism and the clutch discriminating operation failure is detected by the failure determination means. It is possible to determine the faulty part when this occurs. Therefore, the operation reliability of the friction clutch device is significantly improved.

It is a side sectional view showing typically the friction clutch device of an embodiment. It is a stroke characteristic figure showing normal clutch engagement operation at the time of normal with few wear amounts of a friction material. It is a stroke characteristic diagram showing a normal clutch engagement operation at the time of wear when the wear amount of the friction material is large. (1) is the current operation, and (2) is the next operation after the wear tracking mechanism is functioning. It is a stroke characteristic figure showing an example of the clutch engagement operation failure at the normal time. It is a stroke characteristic figure showing an example of clutch engagement operation failure at the time of wear.

  An embodiment for carrying out the present invention will be described with reference to FIGS. FIG. 1 is a side sectional view schematically showing a friction clutch device 1 according to an embodiment of the present invention. In the figure, dashed arrows indicate the flow of information and control. The friction clutch device 1 is disposed between an in-vehicle engine and a transmission and interrupts transmission of power output from the engine. Further, the main body portion of the friction clutch device 1 has an axis AX and is substantially axisymmetric, and FIG. 1 shows the upper half. The friction clutch device 1 includes a drive side plate 2, a driven side plate 3, a pressure plate 4, an actuator 5, a stroke sensor 6, a wear tracking mechanism 7, a clutch ECU 8, and the like.

  The drive side plate 2 is a substantially annular member that is rotationally connected to an unillustrated engine output shaft. A bearing portion 91 is provided on the inner peripheral side of the drive side plate 2, and a transmission input shaft 92 is penetrated through the shaft center of the bearing portion 91 so as to be relatively rotatable.

  The driven-side plate 3 is a substantially annular member that is arranged on one side (right side in the drawing) of the drive-side plate 2 so as to be movable in the direction of the axis AX. The driven plate 3 is spline-coupled to the transmission input shaft 92 on the inner peripheral side, and is rotationally coupled so as to be movable in the direction of the axis AX. The driven side plate 3 has a friction material 31 near the outer periphery of the surface facing the driving side plate 2 and also has a friction material 32 on the back surface thereof. The friction members 31 and 32 are also called facings or linings, and achieve friction and sliding synchronization when the rotational speeds of the driving side plate 2 and the driven side plate 3 are different, and maintain synchronous rotation by frictional coupling. It is a member. The friction materials 31 and 32 are worn and repeatedly reduced in thickness by repeated frictional sliding.

  The pressure plate 4 is a substantially annular member arranged side by side on the one side (right side in the drawing) of the driven side plate 3 in the axis AX direction. The pressure plate 4 moves to the other side in the axis AX direction (left side in the figure), presses against the friction material 32 on the back surface of the driven side plate 3, and further moves to push the driven side plate 3 in the left direction in the figure. Move. Then, the friction material 31 of the driven side plate 3 comes into contact with the driving side plate 2 and frictional sliding is started. This position is the touch point Pt. In addition, the movement stroke amount that the pressure plate 4 has moved before reaching the touch point Pt is the touch stroke amount St.

  The actuator 5 is a part that drives the pressure plate 4. The actuator 5 can be constituted by, for example, an unillustrated servo motor, a reduction gear mechanism, a rotation linear conversion mechanism, and a drive pin 51. The servo motor is driven by electric power to generate a rotational motion, and the reduction gear mechanism appropriately adjusts the rotational speed and torque. The rotation / straight-axis conversion mechanism is constituted by, for example, a pinion gear and a rack gear, and can convert the rotational motion into the straight motion and drive the drive pin 51 in the direction of the axis AX.

  Further, in the present embodiment, the actuator 5 drives the pressure plate 4 via the diaphragm spring 52 and the transmission member 53. The diaphragm spring 52 is substantially annular and is disposed on the other side (left side in the drawing) of the drive side plate 2 in the axis AX direction. An intermediate portion 522 in the radial direction of the diaphragm spring 52 is supported by a fulcrum 55 provided on the driving side plate 2, and is configured to transmit a driving force by the principle of “leverage”. The transmission member 53 is a cylindrical member having a step, and is disposed separately on the outer periphery of the driving side plate 2 and the driven side plate 3. A flange 532 formed at one end of the cylindrical small-diameter portion 531 of the transmission member 53 engages with the outer peripheral portion 523 of the diaphragm spring 52, and the inner peripheral surface of the other end 534 of the cylindrical large-diameter portion 533 is a pressure plate. 4 is coupled to the outer peripheral surface.

  In FIG. 1, when the drive pin 51 of the actuator 5 is driven to the right as indicated by the arrow M1 to push the center portion 521 of the diaphragm spring 52 to the right, the outer peripheral portion 523 of the diaphragm spring 52 is moved to the left in the figure. Driven towards. As a result, the transmission member 53 is driven leftward as indicated by an arrow M2, and the pressure plate 4 is finally driven leftward. FIG. 1 illustrates a clutch disengaged state in which the drive pin 51 and the pressure plate 4 are not driven. From this state, when the pressure plate 4 is driven to the left, the gap length d between the drive side plate 2 and the pressure plate 4 gradually decreases. First, the pressure plate 4 abuts against the driven side plate 3 to push it. Move. Eventually, the touch point Pt is reached, and the friction material 31 of the driven side plate 3 comes into contact with the driving side plate 2 to start frictional sliding. Finally, the pressure plate 4 moves to the complete joining point Pp, and the pressure plate 4, the driven side plate 3, and the driving side plate 2 are in strong pressure contact with each other and rotate synchronously to achieve the joined state. The

  The stroke sensor 6 is disposed in proximity to the drive pin 51 of the actuator 5 and detects the drive amount Sd of the drive pin 51. The stroke sensor 6 corresponds to the stroke detection means of the present invention, and is a part that detects the movement stroke amount S of the pressure plate 4 to the other side in the axis AX direction. That is, the drive amount Sd of the drive pin 51 and the movement stroke amount S of the pressure plate 4 change in conjunction with each other, and the relationship between the two is known in advance. Therefore, the latter S is obtained by calculation by detecting the former Sd. be able to. Note that a detecting means instead of the stroke sensor 6 may be provided in the vicinity of the pressure plate 4 so as to directly detect the movement stroke amount S of the pressure plate 4.

  The wear tracking mechanism 7 is a mechanism that adjusts the gap length d between the drive side plate 2 and the pressure plate 4 before moving in accordance with the wear amount of the friction materials 31 and 32 of the driven side plate 3. When the movement stroke amount S of the pressure plate 4 exceeds a specified value SX in a certain clutch engagement operation, the wear tracking mechanism 7 automatically decreases the gap length d by a predetermined amount SY and moves in the next clutch engagement operation. It has a function of reducing the stroke amount S by a predetermined amount SY. In the present embodiment, the wear tracking mechanism 7 is disposed between the drive side plate 2 and the pressure plate 4. For example, the wear tracking mechanism 7 may be configured by applying an adjustment mechanism that performs wear compensation disclosed in Patent Document 1. it can.

  The clutch ECU 8 is an electronic control device that incorporates a microcomputer and operates by software. The clutch ECU 8 is connected to a host ECU 89 that performs overall control of vehicle travel, exchanges information, acquires information on the drive amount Sd of the drive pin 51 from the stroke sensor 6, and controls the actuator 5. . Further, the clutch ECU 8 acquires the rotation speed (engine rotation speed) Ne of the engine output shaft from the engine ECU (not shown), and the rotation speed (transmission rotation speed) Ni of the transmission input shaft 92 from the transmission ECU (not shown). To get to. The clutch ECU 8 controls the clutch engagement operation and the clutch disconnection operation in cooperation with the host ECU. Further, the clutch ECU 8 includes a failure determination unit 81 and a stroke learning unit 82 of the present invention.

  The failure determination means 81 determines whether the failure is caused by either the failure of the actuator 5 or the failure of the wear tracking mechanism 7 based on the change in the movement stroke amount S of the pressure plate 4 when a clutch engagement failure occurs. It is a means for discriminating. The failure determination means 81 is configured by software of the clutch ECU 8. Specifically, the failure determination means 81 determines the clutch engagement operation failure when the transmission rotation speed Ni is not synchronized with the engine rotation speed Ne in the clutch engagement operation. At this time, the failure determination means 81 determines that the actuator 5 has failed when the maximum value Smax of the movement stroke amount S of the pressure plate 4 is less than the specified value SX when the wear tracking mechanism 7 functions. Further, when the maximum value Smax of the movement stroke amount S is equal to or greater than the specified value SX, it is determined that the wear tracking mechanism 7 is out of order.

  The stroke learning means 82 has a learning function of the touch stroke amount St, and is configured by software of the clutch ECU 8. The stroke learning means 82 determines the touch point Pt from the state of temporal changes in the engine speed Ne and the transmission speed Ni in each clutch engagement operation, and learns the touch stroke amount St at that time. The learned result is reflected in the target stroke curve Scv that is the target of the temporal change in the movement stroke amount S.

  In addition, a lockup mechanism is provided that mechanically couples the two and the three by engagement of gears, spline grooves, etc., instead of frictional coupling, in a joint state in which the driving side plate 2 and the driven side plate 3 rotate synchronously. It may be. The present invention can be implemented with or without a lock-up mechanism.

  Next, the operation and action of the friction clutch device 1 of the embodiment will be described. FIG. 2 is a stroke characteristic diagram showing a normal clutch engagement operation in a normal time when the wear amount of the friction materials 31 and 32 is small. FIG. 3 is a stroke characteristic diagram showing normal clutch engagement operation during wear when the friction materials 31 and 32 have a large wear amount. (1) is the current operation, and (2) is the wear tracking mechanism 7. This is the next operation after functioning. Further, FIG. 4 is a stroke characteristic diagram showing an example of a clutch engagement operation failure at normal time, and FIG. 5 is a stroke characteristic diagram showing an example of a clutch engagement operation failure at the time of wear. 2 to 5, the horizontal axis represents the time axis t, and the vertical axis represents the operation stroke amount S of the pressure plate 4. Moreover, in each figure, the target stroke curves Scv1 to Scv3 of the pressure plate 4 are indicated by broken lines, and the actual stroke curves Scw1 to Scw5 are indicated by solid lines. Furthermore, the prescribed value SX when the wear tracking mechanism 7 functions is indicated by a one-dot chain line.

  In the normal clutch engagement operation in the normal state of FIG. 2, at time t0, a clutch engagement command is issued from the host ECU 89 to the clutch ECU 8, and the clutch ECU 8 starts clutch engagement control. The clutch ECU 8 first sets a target stroke curve Scv1 indicated by a broken line, and controls the actuator 5 so that the actual stroke curve Scw1 follows this. At time t1, the actuator 5 starts to move and the pressure plate 4 starts to move, and the actual stroke curve Scw1 increases slightly behind the target stroke curve Scv1. By the operation up to time t2, the pressure plate 4 moves by the touch stroke amount St1 and reaches the touch point Pt1.

  The pressure plate 4 pauses at the touch point Pt1 and then resumes movement at time t3. The actual stroke curve Scw1 increases slightly after the target stroke curve Scv1 and reaches the complete joint point Pp1 at time t4. . At the complete joining point Pp1, the friction material 31 of the drive side plate 2 and the driven side plate 3 are strongly pressed and frictionally slid, and at the same time, the friction material 32 of the driven side plate 3 and the pressure plate 4 are strongly pressed. Friction sliding. As a result, the rotational speed difference between the driving side plate 2 and the driven side plate 3 is rapidly reduced, the synchronous rotation is completed, and the clutch engagement operation is normally completed.

  Here, the maximum value Smax1 of the movement stroke amount S of the pressure plate 4 does not reach the specified value SX. Therefore, the wear tracking mechanism 7 does not function.

  Further, in the normal clutch engagement operation at the time of wear of (1) in FIG. 3, a clutch engagement command is issued at time t10, and the clutch ECU 8 starts clutch engagement control. The clutch ECU 8 sets a target stroke curve Scv2 having a larger movement amount than the normal time in FIG. 2 with reference to the touch point Pt2 at the previous operation learned by the learning function, and the actual stroke curve Scw2 follows this. Thus, the actuator 5 is controlled. At time t11, the actuator 5 starts to move and the pressure plate 4 starts moving. By the operation up to time t12, the pressure plate 4 moves by the touch stroke amount St2 and reaches the touch point Pt2.

  After a short pause at the touch point Pt2, the pressure plate 4 resumes moving at time t13, and reaches a specified value SX that exceeds the complete joint point Pp2 at time t14. At this point, the wear tracking mechanism 7 functions to adjust the gap length d to be smaller by a predetermined amount SY, and the next stroke characteristic is shifted to be smaller by a predetermined amount SY. Thereafter, at time t15, the pressure plate 4 reaches the maximum value Smax2. As a result, the rotational speed difference between the driving side plate 2 and the driven side plate 3 is rapidly reduced, the synchronous rotation is completed, and the clutch engagement operation is normally completed.

  Here, the touch point Pp2 is shifted to a larger side than that in the normal state of FIG. 2 by an amount corresponding to the amount of decrease in thickness due to wear of the friction materials 31 and 32 of the driven side plate 3. Further, the maximum value Smax2 of the movement stroke amount S is larger than that in the normal state of FIG. The touch point Pp2, the complete joint point Pp2, and the maximum value Smax2 are set based on the learning result of the stroke learning unit 82. Further, since the maximum value Smax2 of the moving stroke amount S exceeds the specified value SX and the wear tracking mechanism 7 functions, the stroke characteristic of the next pressure plate 4 is as shown in (2) of FIG.

  As shown in (2) of FIG. 3, in the next operation after the wear tracking mechanism 7 functions, the target stroke curve Scv3 and the actual stroke curve Scw3 are shifted to a smaller side, and the touch stroke up to the touch point Pt3 is reached. The amount St3 is smaller than the previous time by an amount corresponding to the predetermined amount SY. Further, the maximum value Smax3 of the moving stroke amount S of the pressure plate 4 also becomes small and does not exceed the specified value SX.

  Next, the failure of the normal clutch engagement operation in FIG. 4 will be described. FIG. 4 is a stroke characteristic diagram when the actuator 5 fails in the clutch engagement operation under the same conditions as in the normal state of FIG. The failure contents of the actuator 5 are assumed to be “squeezing” and “squeezing” of the reduction gear mechanism and the rotation-straight-axis conversion mechanism, a short circuit of the servo motor winding, a power supply voltage drop, and the like. In such a failure of the actuator 5, the drive amount Sd of the drive pin 51 of the actuator 5 decreases, and the movement stroke amount S of the pressure plate 4 decreases. As a result, the actual stroke curve Scw4 deviates from the target stroke curve Scv1, and the pressure plate 4 cannot reach the touch point Pt1 at time t2. Further, the pressure plate 4 cannot reach the maximum value Smax1 of the movement stroke amount S that becomes the complete joint point Pp1, and stops at the maximum value Smax4 at time t4. As a result, a clutch engagement failure occurs.

  At this time, the failure determination means 81 compares the maximum value Smax4 on the actual stroke curve Scv4 with the specified value SX, and the maximum value Smax4 is smaller, so that it can be correctly determined that the actuator 5 has failed.

  Next, the failure of the clutch engagement operation during wear in FIG. 5 will be described. FIG. 5 is a stroke characteristic diagram when the wear follow-up mechanism 7 fails in the clutch engagement operation under the same conditions as in (1) of FIG. The wear tracking mechanism 7 functions when the operating stroke amount S of the pressure plate 4 exceeds the specified value SX, but inhibits the movement of the pressure plate 4 when a failure occurs. In such a failure of the wear tracking mechanism 7, even if the actuator 5 operates normally and outputs a driving force, the movement stroke amount S of the pressure plate 4 is inhibited from increasing after exceeding the specified value SX. Thus, after the actual stroke curve Scw5 exceeds the specified value SX, the actual stroke curve Scw5 deviates from the target stroke curve Scv2, and stops at the maximum value Smax5 at time t15. As a result, the perfect joining point Pp2 is reached at time t14 and the joining operation is performed. The friction follower mechanism 7 cannot be operated. Accordingly, when the frictional materials 31 and 32 are further worn after this, slipping occurs, and there is a risk of a clutch engagement failure.

  When the malfunction actually occurs, the failure determination means 81 compares the maximum value Smax5 on the actual stroke curve Scv5 with the specified value SX, and the maximum value Smax5 is larger, so that the failure of the wear tracking mechanism 7 is correctly detected. Can be determined.

  The friction clutch device 1 of the embodiment has a device configuration that includes a wear tracking mechanism 7 that compensates for wear of the friction materials 31 and 32 and is driven by an actuator 5. Then, when a clutch engagement failure occurs, the failure determination means 81 determines whether or not the failure is based on the magnitude relationship between the maximum value Smax of the movement stroke amount of the pressure plate 4 and the specified value SX at which the wear tracking mechanism 7 functions. The location is discriminated as either the actuator 5 or the wear tracking mechanism 7. Therefore, the failure location can be accurately determined, and the cause of the malfunction and the repair of the failure location can be efficiently implemented with reference to the determination result.

  Further, since the friction clutch device 1 is incorporated in the power train of the vehicle, the clutch disengagement operation frequently occurs. However, the wear following mechanism 7 compensates for the wear of the friction materials 31 and 32, and the failure determination means. 81, it is possible to determine a failure location when a clutch engagement failure occurs. Therefore, the operational reliability of the friction clutch device 1 is significantly improved.

  Note that the wear tracking mechanism 7 is not limited to the configuration to which the adjustment mechanism of Patent Document 1 is applied, and other structures may be employed. In addition, the present invention can be variously applied and modified.

1: Friction clutch device 2: Drive side plate 3: Driven side plate 31, 32: Friction material 4: Pressure plate 5: Actuator
51: Drive pin 52: Diaphragm spring 53: Transmission member 6: Stroke sensor (stroke detection means)
7: Wear tracking mechanism 8: Clutch ECU
81: Failure determination means 82: Stroke learning means 89: Host ECU
91: Bearing portion 92: Transmission input shaft AX: Axis d: Gap length SX: Specified value Scv1 to Scv3: Target stroke curve Scw1 to Scw5: Actual stroke curve Pt1 to Pt3: Touch point St1 to St3: Touch stroke amount Pp1 ~ Pp3: Complete joining point Smax1 to Smax5: Maximum value of the moving stroke amount

Claims (3)

A drive side plate rotationally coupled to the drive source;
A driven side plate that is arranged to be movable in the axial direction side by side along one side in the axial direction of the driving side plate, has a friction material on a surface facing the driving side plate, and is rotationally connected to a load;
A pressure plate arranged side by side in the axial direction of the driven side plate, moving to the other side in the axial direction, pushing the driven side plate, and sliding the friction material on the driving side plate; ,
An actuator for driving the pressure plate;
Stroke detecting means for detecting a movement stroke amount to the other side in the axial direction of the pressure plate;
A wear follow-up mechanism that adjusts a gap length between the drive side plate and the pressure plate before moving according to the amount of wear of the friction material of the driven side plate;
A failure determination means for determining whether the failure of the actuator or the wear-following mechanism is a cause of the operation failure based on a change in the movement stroke amount when a clutch engagement operation failure occurs;
A friction clutch device comprising:   The wear follow-up mechanism reduces the gap length to reduce the moving stroke amount in the next clutch engaging operation when the moving stroke amount exceeds a specified value in a certain clutch engaging operation, and the failure determination means includes a clutch engaging device. When the maximum value of the moving stroke amount when a malfunction occurs is less than the specified value, it is determined that the actuator has failed, and when the maximum value of the moving stroke amount is equal to or more than the specified value, the wear tracking is performed. The friction clutch device according to claim 1, wherein the friction clutch device is determined to be a failure of the mechanism.   The friction clutch device according to claim 1 or 2, wherein the friction clutch device is incorporated in a power train of a vehicle.

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