JP2017166660A - Clutch device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a clutch device capable of keeping a stable engagement state regardless of change of a frictional coefficient of a sliding surface.SOLUTION: A clutch device 100 includes a first rotor 10 rotated on an axis as a center, a second rotor 20 rotated on an axis as a center, extended in a radial direction, and having a side plate portion 22 provided with an engagement portion 23, and a clutch mechanism CM disposed on the first rotor 10 for transmitting or non-transmitting torque from one of the first rotor 10 and the second rotor 20 to the other. The clutch mechanism CM has a lock pin 41 facing the side plate portion 22 and axially movable, and a lock pin driving portion driving the lock pin 41 by hydraulic force, and engaging the lock pin 41 with the engagement portion 23 of the side plate portion 22.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a clutch device having a lock mechanism.

  2. Description of the Related Art Conventionally, there has been known an apparatus in which a clutch engagement state is maintained by a lock mechanism (see, for example, Patent Document 1). In the device described in Patent Document 1, a piston is driven by hydraulic pressure to bring a plurality of friction plates into pressure contact with each other, and then a ball is engaged with the back side of the piston to prevent movement of the piston to the return side. .

JP 2013-249871 A

  The apparatus described in Patent Document 1 is configured to maintain the pressure contact state between the friction plates via the ball, but the frictional force depends on the friction coefficient of the sliding surface of the friction plate surface, and the friction coefficient is sliding. Varies with surface speed, temperature, pressure, etc. For this reason, there exists a possibility that the engagement state of a clutch may become unstable.

  A clutch device according to an aspect of the present invention includes a first rotating body that rotates about an axis, and a second side plate that rotates about the axis, extends in the radial direction, and is provided with an engaging portion. A rotating body, and a clutch mechanism that is provided on the first rotating body and transmits or does not transmit torque from any one of the first rotating body and the second rotating body to the other. And a lock pin that is provided so as to be movable in the axial direction, and a lock pin drive unit that drives the lock pin by hydraulic pressure and engages the lock pin with the engagement portion of the side plate portion.

  According to the present invention, since the lock pin is engaged with the engagement hole of the side plate portion, it is not necessary to press the friction plates together, and a stable clutch engagement state can be maintained.

The figure which shows schematic structure of the clutch apparatus which concerns on embodiment of this invention. The enlarged view of the clutch mechanism of FIG. Sectional drawing which shows the principal part structure of the clutch apparatus of FIG. The perspective view which looked at the clutch main body of FIG. 3 from the hub side. The perspective view which looked at the clutch main body of FIG. 3 from the housing side. The disassembled perspective view of the brake arm which comprises the clutch main body of FIG. 3, and its peripheral components. The perspective view which looked at the brake piston and lock piston which comprise the clutch main body of FIG. 3 from the hub side. The perspective view which looked at the brake piston and lock piston which comprise the clutch main body of FIG. 3 from the housing side. The principal part sectional drawing of the clutch main body which shows the structure of the time lag mechanism of FIG. 2 more concretely. The figure which shows an example of operation | movement of a time lag mechanism.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 is a diagram illustrating a schematic configuration of a clutch device 100 according to an embodiment of the present invention. The clutch device 100 is mounted on a vehicle and is provided in a torque transmission path for transmitting torque from the engine 1 output via the torque converter 2 to the transmission 3. Hereinafter, an example in which the clutch device 100 is applied to a forward / reverse clutch that switches forward / backward travel of the vehicle will be described.

  As shown in FIG. 1, the clutch device 100 includes a housing 10, a hub 20, and a clutch mechanism CM. The housing 10 is coupled to the output shaft 2a of the torque converter 2 via a spline 10a and rotates integrally with the output shaft 2a. The hub 20 is coupled to the input shaft 3a of the transmission 3 via a spline 20a and rotates integrally with the input shaft 3a. Both the housing 10 and the hub 20 rotate around an axis line CL0 passing through the centers of the output shaft 2a and the input shaft 3a.

  The clutch mechanism CM has a clutch guide 30 disposed inside the housing 10. The clutch guide 30 is coupled to the housing 10 via the spline 30 a and rotates integrally with the housing 10. The transmission 3 is a continuously variable transmission, for example, and the pulley 3c rotates integrally with the input shaft 3a.

  The clutch mechanism CM constitutes the forward clutch CF. When the forward clutch CF is engaged (connected), the clutch guide 30 and the hub 20 are coupled. Thereby, the torque of the output shaft 2a is transmitted to the input shaft 3a through the housing 10, the clutch guide 30, and the hub 20, and the vehicle can travel forward. On the other hand, when the forward clutch CF is disengaged, that is, when the forward clutch CF is disconnected, the coupling between the clutch guide 30 and the hub 20 is released.

  A sun gear 4 is formed on the outer peripheral surface of the hub 20. A plurality of planetary gears 5 in the circumferential direction are arranged around the sun gear 4, and a ring gear 6 is arranged around the planetary gear 5. The sun gear 4 and the planetary gear 5, and the planetary gear 5 and the ring gear 6 mesh with each other. The ring gear 6 is formed on the inner peripheral surface of the axial end portion of the housing 10. The planetary gear 5 is rotatably supported by the carrier 7. A reverse brake clutch CR is provided between the carrier 7 and the surrounding case 8.

  The reverse brake clutch CR is engaged (connected) or disengaged (disconnected) by the operation of the hydraulic piston 9. When the reverse brake clutch CR is engaged, the torque of the output shaft 2a is transmitted to the input shaft 3a via the housing 10, the ring gear 6, the planetary gear 5, and the sun gear 4, so that the vehicle can travel backward.

  The hub 20 has a sun gear 4 at one end in the axial direction (transmission 3 side) and an annular portion 21 having a substantially cylindrical shape centered on the axis CL0 at the other end in the axial direction (torque converter 2 side). Furthermore, the hub 20 has a side plate portion 22 that extends in the radial direction and connects the sun gear 4 and the annular portion 21. The side plate portion 22 is provided with a plurality of circumferential engagement holes 23 facing the clutch guide 30.

  The clutch mechanism CM holds the forward clutch CF in an engaged state by engaging the brake pin CM1 that applies frictional force to the inner peripheral surface of the annular portion 21 of the hub 20 and the lock pin 41 in the engagement hole 23. It has a lock mechanism CM2 and a time lag mechanism CM3 that causes a shift in the operation timing of the brake mechanism CM1 and the lock mechanism CM2 so that the lock mechanism CM2 operates after the brake mechanism CM1 operates. The clutch mechanism CM is supplied with hydraulic oil from the hydraulic pressure supply device 15, and the brake mechanism CM <b> 1, the lock mechanism CM <b> 2, and the time lag mechanism CM <b> 3 are operated by this hydraulic oil.

  FIG. 2 is an enlarged view of the clutch mechanism CM of FIG. As shown in FIG. 2, the brake mechanism CM <b> 1 has a brake arm 31 that is rotatably supported by the clutch guide 30 with a pin 31 a as a fulcrum. A brake piston 32 is connected to one end of the brake arm 31. The brake piston 32 is accommodated in a cylinder 11 provided in the housing 10 so as to be movable in the axial direction, that is, parallel to the axis CL0. The other end portion of the brake arm 31 is provided with a concave roller support portion 31b that supports the roller 33 in a rollable manner. The roller 33 is rotatably supported by the friction block 34 with the pin 33a as a fulcrum.

  A friction material 34 a is attached to the outer peripheral surface of the friction block 34. One end of a coil spring 35 is connected to the friction block 34, and the other end of the coil spring 35 is connected to the clutch guide 30. In a state where no pressure oil is supplied to the oil chamber 11 a of the cylinder 11, the friction block 34 moves radially inward by the urging force of the coil spring 35 and is separated from the inner peripheral surface of the annular portion 21 of the hub 20. At this time, the brake arm 31 rotates in the arrow A1 direction with the pin 31a as a fulcrum, and the brake piston 32 moves in the arrow B1 direction. That is, the brake piston 32 is retracted.

  On the other hand, when pressurized oil is supplied to the oil chamber 11a of the cylinder 11, the brake piston 32 is pushed in the direction of the arrow B2 toward the clutch guide 30, that is, the brake piston extends, and the brake arm 31 supports the pin 31a as a fulcrum. Rotate in the direction of arrow A2. As a result, while the roller 33 rolls on the roller support portion 31b with the pin 33a as a fulcrum, the friction block 34 moves radially outward against the urging force of the coil spring 35, and the friction material 34a moves to the hub 20. It is pressed against the inner peripheral surface of the annular portion 21. As a result, the brake mechanism CM1 operates. At this time, a frictional force (braking force) acts on the friction block 34 from the inner peripheral surface of the annular portion 21, and the rotation of the clutch guide 30 is decelerated. On the other hand, torque is transmitted from the friction block 34 to the inner peripheral surface of the annular portion 21, and the hub 20 starts to rotate.

  The lock mechanism CM <b> 2 has a lock pin 41 disposed facing the engagement hole 23 of the side plate portion 22 of the hub 20, and a lock piston 42 accommodated in the cylinder 11 of the housing 10. The lock pin 41 and the lock piston 42 are connected via a lock arm 43. A part of the lock arm 43 forms an oil chamber 11 a of the brake piston 32. The brake piston 32 and the lock piston 42 are disposed adjacent to each other in the radial direction. 1 and 2, for convenience, the lock piston 42 is disposed on the radially inner side of the brake piston 32, but actually the lock piston 42 is disposed on the radially outer side of the brake piston 32 (see FIG. 7). .

  One end of a coil spring 44 is connected to the lock piston 42, and the other end of the coil spring 44 is connected to the clutch guide 30. When pressure oil is not supplied to the oil chamber 11 a of the cylinder 11, the lock piston 42 moves in one axial direction (direction away from the clutch guide 30) by the urging force of the coil spring 44. That is, the lock piston 42 is degenerated. As a result, the lock pin 41 is detached from the side plate portion 22 of the hub 20, and the operation of the lock mechanism CM2 is released.

  On the other hand, when pressurized oil is supplied to the oil chamber 11a of the cylinder 11 and the lock piston 42 moves in the other axial direction (direction approaching the clutch guide 30) against the biasing force of the spring 44, that is, the lock piston 42 expands. Then, the lock pin 41 engages with the engagement hole 23 of the side plate portion 22. As a result, the lock mechanism CM <b> 2 is activated, the forward clutch CF is engaged (completely engaged), and torque is transmitted from the clutch guide 30 to the hub 20.

  The time lag mechanism CM3 has an internal piston 52 connected to the back surface of the brake piston 32 (the side opposite to the brake arm 31) via a disc spring 51. One end of a lock lever 53 rotatably connected to a bracket 55 (FIG. 9) integral with the brake piston 32 is connected to the internal piston 52 with a pin 53a as a fulcrum. A stopper 54 is attached to the lock piston 42. The stopper 54 is configured by a leaf spring, and the other end of the lock lever 53 is engaged with the stopper 54.

  The spring constant of the disc spring 51 is set so as to start degeneration when the hydraulic pressure acting on the internal piston 52 reaches a predetermined value P1. Therefore, the internal piston 52 is held at the initial position by the biasing force of the disc spring 51 until the oil pressure acting on the internal piston 52 reaches the predetermined value P1. In the initial position, the end of the lock lever 53 engages with the stopper 54. As a result, the movement of the lock piston 42 in the direction of the arrow B2 is prevented, and the lock pin 41 is detached from the engagement hole 23.

  On the other hand, when pressure oil is supplied to the oil chamber 11a, the brake piston 32 starts moving in the B2 direction even before the oil pressure acting on the internal piston 52 reaches the predetermined value P1, and the friction block 34 The surface is pressed against the inner peripheral surface of the annular portion 21. As a result, the rotation of the friction block 34 is decelerated and the hub 20 starts to rotate. That is, the engagement of the forward clutch CF is started, and the speed difference between the clutch guide 30 and the hub 20 gradually decreases. At this stage, the friction block 34 and the annular portion 21 are not completely engaged, and a slip occurs between the friction surfaces.

  When the oil pressure acting on the internal piston 52 reaches a predetermined value P1, the internal piston 52 moves in the direction of the arrow B2 against the biasing force of the disc spring 51. Along with this movement, the lock lever 53 rotates about the pin 53a, and the end of the lock lever 53 pushes the stopper 54 to elastically deform the stopper 54 as indicated by a dotted line. Thereby, the end of the lock lever 53 is detached from the stopper 54, and the lock piston 42 can be moved. Accordingly, the lock piston 42 moves in the direction of the arrow B2 due to the hydraulic pressure, and the lock pin 41 engages with the engagement hole 23. As a result, the forward clutch CF is completely engaged.

  Next, the configuration of the main part of the clutch device 100 according to the embodiment of the present invention will be described more specifically. FIG. 3 is a cross-sectional view showing a main configuration of the clutch device 100. Between the housing 10 and the hub 20, a clutch main body 60 constituting the clutch mechanism CM is provided.

  4 is a perspective view of the clutch body 60 viewed from the hub 20 side, and FIG. 5 is a perspective view of the clutch body 60 viewed from the housing 10 side. 4 shows only the lock piston 42 among the brake piston 32, the lock piston 42, and the internal piston 52, and all the pistons 32, 42, 52 are not shown in FIG. As shown in FIGS. 4 and 5, the clutch guide 30 has a pair of side walls 301, 302 extending in parallel to each other and a peripheral wall 303 connecting the outer peripheral edges of the side walls 301, 302. A substantially annular space 304 is formed between the peripheral wall 303 and the peripheral wall 303.

  The side wall 301 is provided with a plurality (six in the figure) of circular through holes 301a in the circumferential direction. The sidewall 302 is provided with a plurality of rectangular through holes 302a in the circumferential direction larger than the through holes 301a on the extension of the through holes 301a. The circumferential wall 303 is provided with a plurality (six in the figure) of substantially rectangular through holes 303a in the circumferential direction in the phase between the circumferentially adjacent through holes 301a and 301a. A plurality of coil springs 44 in the circumferential direction are disposed between the clutch guide 30 and the lock piston 42.

  On the back surface of the clutch guide 30 (the outer surface of the side wall 302), a plurality of circumferential brackets 30b for rotatably supporting a plurality (six in the figure) of brake arms 31 are provided in a protruding manner. The brake arm 31 is rotatably supported by the bracket 30b via a pin 31a inserted through the bracket 30b. A plurality of lock pins 41 in the circumferential direction (six in the figure) are accommodated in the space 304 inside the clutch guide 30 facing the through holes 301a and 302a.

  As shown in FIG. 3, the roller support portion 31 b at the end of the brake arm 31 passes through the side wall 302 of the clutch guide 30 and is connected to the roller 33. FIG. 6 is an exploded perspective view of the brake arm 31 and its peripheral components. As shown in FIGS. 5 and 6, the friction block 34 and the friction material 34 a have a substantially arc shape corresponding to the shape of the annular portion 21 (FIG. 3) of the hub 20, and the through hole of the peripheral wall 303 of the clutch guide 30. Each is accommodated in 303a.

  As shown in FIG. 6, a pair of brackets 34b project from the bottom surface of the friction block 34, and the pins 33a are supported through the brackets 34b. A roller 33 is rotatably supported at the center of the pin 33a. One end of a coil spring 35 is connected to both ends of the pin 33a, and the other end of the coil spring 35 is connected to a support pin 36 fixed to the inner surfaces of the side walls 301 and 302 of the clutch guide 30. . Thus, when the brake arm 31 rotates about the pin 31a, the friction block 34 can be pushed radially outward against the biasing force of the coil spring 35.

  7 is a perspective view of the brake piston 32 and the lock piston 42 as seen from the hub 20 side, and FIG. 8 is a perspective view of the brake piston 32 and the lock piston 42 as seen from the housing 10 side. As shown in FIGS. 7 and 8, the brake piston 32 and the lock piston 42 each have a substantially cylindrical shape, and the brake piston 32 is fitted inside the lock piston 42 via an O-ring 37 a (FIG. 3). . O-rings 37b and 37c are attached to the inner peripheral surface of the brake piston 32 and the outer peripheral surface of the lock piston 42, respectively.

  As shown in FIG. 7, the front surface 32a of the brake piston 32 (the surface facing the clutch guide 30) is formed flat. As shown in FIG. 3, the front surface 32 a of the brake piston 32 abuts against the inner diameter side end 31 c (FIG. 6) of the brake arm 31 and presses the brake arm 31.

  As shown in FIG. 7, a seat surface 42 a with which the coil spring 44 abuts is formed on the front surface of the lock piston 42. The lock piston 42 has a plurality (six in the drawing) of claw portions 42 b that project toward the clutch guide 30. As shown in FIG. 3, these claw portions 42 b pass through the through holes 302 a in the side wall 302 of the clutch guide 30 and abut against the lock pin 41 to press the lock pin 41.

  As shown in FIG. 8, stoppers 54 are attached at two locations in the circumferential direction on the back side (housing 10 side) and the inner diameter portion of the lock piston 42, and the time lag mechanism CM3 shown in FIG. The tip of the stopper 54 protrudes radially inward from the inner peripheral surface of the lock piston 42.

  FIG. 9 is a cross-sectional view of the main part of the clutch main body 60 showing the configuration of the time lag mechanism CM3 more specifically. The brake piston 32 is provided with internal pistons 52 at two locations in the circumferential direction corresponding to the protruding positions of the stoppers 54 in FIG. That is, as shown in FIG. 9, cylindrical guide holes 32b are opened in two circumferential directions on the rear surface of the brake piston 32 toward the front surface, and an internal piston 52 is inserted into each guide hole 32b via an O-ring 32c. Be placed.

  A lock lever 53 is supported by the brake piston 32 so as to be rotatable about a pin 53a. One end of a lock lever 53 is connected to the internal piston 52 via a pin 52a. In FIG. 9, the internal piston 52 is in the initial position, and the end of the stopper 54 (leaf spring) is engaged with the engagement pin 56 at the other end of the lock lever 53. Thereby, the movement of the lock piston 42 in the direction of the arrow B2 is prevented.

  FIG. 10 is a diagram showing an example of the operation of the time lag mechanism CM3, and shows a state in which the internal piston 52 is pushed from the initial position toward the brake arm 31 and the disc spring 51 is retracted. In this state, the lock lever 53 rotates in the direction of the arrow C with the pin 53a as a fulcrum, and the stopper 54 is pushed by the engagement pin 56 and elastically deforms in the direction of the arrow D, and then disengages from the engagement pin 56. . As a result, the lock piston 42 can be moved in the direction of the arrow B2.

  The main operations of the clutch device 100 according to the embodiment of the present invention are summarized as follows. When the forward clutch CF shown in FIG. 2 is engaged, pressure oil is supplied from the hydraulic pressure supply device 15 to the oil chamber 11 a of the cylinder 11. More specifically, as shown in FIG. 3, pressure oil is supplied to the oil chamber 11a through a through hole 2b provided in the output shaft 2a and a through hole 10b provided in the housing 10.

  When pressure oil is supplied to the oil chamber 11a, only the brake piston 32 is first pushed toward the clutch guide 30, that is, in the direction of arrow B2 in FIG. As a result, the brake arm 31 pivots in the direction of arrow A2 in FIG. 2 with the pin 31a as a fulcrum, the friction block 34 moves radially outward, and the friction material 34a is placed on the inner peripheral surface of the annular portion 21 of the hub 20. Press contact. As a result, the friction block 34 and the annular portion 21 start to be engaged, and a braking force is applied to the friction block 34. As a result, the rotation of the housing 10 integrated with the clutch guide 30 is decelerated, and the friction block 34 (friction Torque is transmitted from the material 34a) to the annular portion 21, and the hub 20 starts to rotate.

  The engagement between the friction block 34 and the annular portion 21 proceeds with an increase in the oil pressure acting on the oil chamber 11a, whereby the rotational speed difference between the friction block 34 and the annular portion 21 decreases. When the oil pressure acting on the oil chamber 11a reaches the predetermined value P1, the rotational speed difference becomes equal to or less than the predetermined value, but is not 0, and the friction block 34 and the annular portion 21 are not yet completely engaged. . At this time, the disc spring 51 is retracted, and the internal piston 52 is pushed in the direction of the arrow B2 in FIG.

  As a result, the engagement between the engagement pin 56 at the end of the lock lever 53 and the stopper 54 of the lock piston 42 is released, and the lock piston 42 is pushed in the direction of the arrow B2 in FIG. As a result, the lock pin 41 is pushed toward the side plate portion 22 of the hub 20 via the lock arm 43, the lock pin 41 is engaged with the engagement hole 23 of the hub 20, and the forward clutch CF is completely engaged. Is done. After the lock pin 41 is engaged, an oil pressure that opposes the biasing force of the coil spring 44 may be applied to the lock piston 42. As a result, the forward clutch CF can be maintained in the engaged state.

  At this time, the hydraulic pressure acting on the lock piston 42 is smaller than the hydraulic pressure required when engaging friction plates of a wet multi-plate clutch conventionally used as a forward clutch, for example. Therefore, the hydraulic pressure for engaging the forward clutch CF can be reduced, and the capacity of the hydraulic pump in the hydraulic pressure supply device 15 can be suppressed.

  In the present embodiment, the forward clutch CF is brought into the engaged state by a method of engaging the lock pin 41 with the engagement hole 23 instead of a method of engaging the friction plates. For this reason, a stable clutch state can be maintained without being affected by a change in the friction coefficient, etc., and torque transmission loss is small and highly efficient torque transmission is possible. Further, the lock pin 41 is engaged with the engagement hole 23 in a state where the brake mechanism CM1 is operated and the difference in rotational speed between the hub 20 and the clutch guide 30 is reduced. For this reason, the shock at the time of clutch switching can be suppressed and the forward clutch CF can be smoothly and completely engaged.

  When releasing the engagement of the forward clutch CF, the supply of the pressure oil to the oil chamber 11a is stopped and the pressure oil in the oil chamber 11a is returned to the tank. As a result, the lock piston 42 is urged by the coil spring 44 in the direction of the arrow B1 in FIG. 2, and the lock pin 41 is detached from the engagement hole 23 of the hub 20. Further, the friction block 34 is urged radially inward by the coil spring 35 to be separated from the annular portion 21 and the brake piston 32 is pushed through the brake arm 31 in the direction of arrow B1 in FIG. As a result, the end of the lock lever 53 engages with the stopper 54 of the lock piston 42 again, and the movement of the lock piston 42 in the direction of the arrow B2 is restricted.

According to the embodiment of the present invention, the following effects can be obtained.
(1) The clutch device 100 is connected to the housing 10 that rotates about the axis CL0 and the input shaft 3a, rotates about the axis CL0, extends in the radial direction, and has a side plate provided with an engagement hole 23. A hub 20 having a portion 22 and a clutch mechanism CM that is provided in the housing 10 and transmits or does not transmit torque from the housing 10 to the hub 20 (FIG. 1). The clutch mechanism CM is configured to drive the lock pin 41 by hydraulic pressure and the lock pin 41 that is arranged so as to be movable in the axial direction facing the side plate portion 22, and engages the lock pin 41 in the engagement hole 23 of the side plate portion 22. And a lock piston 42 to be engaged (FIG. 2).

  That is, in the present embodiment, the clutch (forward clutch CF) is not engaged by engaging the lock pin 41 with the engagement hole 23 by the lock mechanism CM2, instead of engaging the clutch by the frictional force generated by the pressure contact between the friction plates. Engage. Therefore, the clutch CF can be engaged without being affected by the friction coefficient of the sliding surface on the friction plate surface, and a stable engagement operation of the clutch CF is possible. According to this configuration, the hydraulic pressure required for engaging the clutch CF can be reduced compared to the case where the friction plates are pressed against each other, so that the capacity of the hydraulic pump can be suppressed, and the energy consumed when the clutch is engaged. Can be reduced. In addition, the clutch body 60 can be configured more compactly than a configuration in which a plurality of friction plates are arranged in parallel in the axial direction as in a wet multi-plate clutch. For this reason, the installation space of the clutch main body 60 can be suppressed, and the clutch device 100 can be reduced in size.

(2) The hub 20 has an annular portion 21 centered on the axis CL0, and the clutch mechanism CM faces the inner peripheral surface of the annular portion 21, and is a friction block 34 that is arranged so as to be movable in the radial direction. And a brake piston 32 that drives the friction block 34 by hydraulic pressure and causes the friction block 34 (friction material 34a) to contact the inner peripheral surface of the annular portion 21 (FIG. 2). As a result, when the lock mechanism CM2 is operated, the brake mechanism CM1 can reduce the rotational speed difference between the housing 10 and the hub 20, and can suppress a shock when the lock mechanism CM2 is operated.

(3) The clutch mechanism CM locks the engagement block 23 by the operation of the lock piston 42 after the friction block 34 (friction material 34a) is brought into contact with the inner peripheral surface of the annular portion 21 by the operation of the brake piston 32. It further has a time lag mechanism CM3 that causes a shift in the operation timing of the brake piston 32 and the lock piston 42 so as to engage the pin 41 (FIG. 2). As a result, the clutch guide 30 and the hub 20 are gradually engaged, and after the difference in rotational speed between the two is sufficiently reduced, the lock pin 41 completely engages the two so that there is no shock. Smooth engagement operation can be realized. Further, since the time lag mechanism CM3 mechanically generates a shift in the operation timing of the brake piston 32 and the lock piston 42, it is not necessary to separately control the hydraulic pressure acting on each piston 32, 42 by a hydraulic control device or the like. The configuration can be simplified.

  In the above embodiment, the housing 10 and the clutch guide 30 are configured as the first rotating body, the hub 20 is configured as the second rotating body, and the clutch mechanism CM is provided in the first rotating body. It is also possible to provide the hub 20 with a clutch mechanism by using the hub 20 to which is transmitted as the first rotating body. In the above embodiment, the clutch mechanism CM includes the brake mechanism CM1, the lock mechanism CM2, and the time lag mechanism CM3. However, the clutch mechanism may have any configuration as long as it has at least a lock mechanism.

  In the above embodiment, the lock pin 41 is engaged with the engagement hole 23 (engagement portion) using the lock piston 42 driven by hydraulic pressure, but the configuration of the lock pin drive portion is not limited to that described above. Absent. In the above embodiment, the friction block 34 (friction material 34a) is brought into contact with the inner peripheral surface of the annular portion 21 using the brake piston 32 driven by hydraulic pressure, but the configuration of the friction material driving portion is described above. It is not limited to what you did. The configuration of the time lag mechanism CM3 is not limited to that described above as long as the operation timing is shifted so that the lock mechanism CM2 operates after the operation of the brake mechanism CM1.

  In the above embodiment, the clutch device 100 is applied to the forward clutch CF. However, the clutch device of the present invention can be similarly applied to various clutches mounted on a vehicle.

  The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications unless the features of the present invention are impaired. The constituent elements of the embodiment and the modified examples include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. That is, other forms conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention. Moreover, it is also possible to arbitrarily combine one or more of the above-described embodiments and modified examples. Variations can be combined.

10 housing, 20 hub, 21 ring part, 22 side plate part, 23 engagement hole, 30 clutch guide, 32 brake piston, 34 friction block, 41 lock pin, 42 lock piston, 43a friction material, 52 internal piston, CM clutch Mechanism, CM1 brake mechanism, CM2 lock mechanism, CM3 time lag mechanism, 100 clutch device

Claims (3)

A first rotating body that rotates about an axis;
A second rotating body that rotates about the axis and extends in the radial direction and has a side plate portion provided with an engaging portion;
A clutch mechanism that is provided on the first rotating body and transmits or non-transmits torque from any one of the first rotating body and the second rotating body to the other;
The clutch mechanism is
A lock pin provided so as to be movable in the axial direction facing the side plate portion;
A clutch device comprising: a lock pin driving portion that drives the lock pin by hydraulic pressure and engages the lock pin with the engagement portion of the side plate portion. The clutch device according to claim 1,
The second rotating body has an annular portion centered on the axis,
The clutch mechanism is
A friction material provided so as to be movable in the radial direction facing the circumferential surface of the annular portion;
A clutch device, further comprising: a friction material driving unit configured to drive the friction material by hydraulic pressure and bring the friction material into contact with a peripheral surface of the annular portion. The clutch device according to claim 2,
The clutch mechanism is configured so that the lock pin is engaged with the engagement portion by the lock pin drive unit after the friction material is brought into contact with the circumferential surface of the annular portion by the friction material drive unit. The clutch device further comprising a time lag mechanism for shifting the operation timing of the friction material driving unit and the lock pin driving unit.

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