JP3009382B2 - Clutch plate and driving force transmission device using the same - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch plate and a driving force transmitting device provided with a clutch including the clutch plate as a constituent member.

[0002]

2. Description of the Related Art As one type of a driving force transmission device, as disclosed in Japanese Patent Application Laid-Open No. 7-71563, a clutch is provided between an outer rotating member and an inner rotating member which are coaxially and relatively rotatable with each other. There is a driving force transmission device which is arranged and transmits torque between the two rotating members by frictionally engaging the clutch.

In such a type of driving force transmission device,
Opposing surfaces of the inner and outer clutch plates that constitute the clutch are formed on friction engagement surfaces having a predetermined surface roughness, and the frictional engagement force of these friction engagement surfaces causes a torque between the two rotating members. The communication is configured to be performed. Further, lubricating oil is supplied between the friction engagement surfaces of the two clutch plates constituting the clutch in order to lubricate the friction engagement surfaces in sliding contact.

In the driving force transmission device described in the above publication, a large number of eccentric grooves are formed on the frictional engagement surface of one of the inner and outer clutch plates constituting the clutch, and the other is formed. By making the frictional engagement surface of the clutch plate flat, each eccentric groove can hold a necessary minimum oil, and a means for suppressing a decrease in the friction coefficient μ due to the oil wedge action is taken. I have.

[0005]

By the way, in the above-mentioned driving force transmission device, each eccentric groove formed on the frictional engagement surface of one clutch plate has a large groove interval. Are formed on the wide friction engagement surface. For this reason, the wide friction engagement surface between the eccentric grooves and the friction engagement surface of the other clutch plate have a predetermined surface roughness when new, and the lubricating oil Are held and frictionally engaged at the projections. However, due to long-term use of the driving force transmission device, the frictional surface is worn and becomes a mirror surface, and an oil film is easily formed between the two friction engagement surfaces. It becomes difficult to do.

In the case where unevenness due to surface roughness remains on both frictional engagement surfaces, oil is held in a space formed by the unevenness between the frictional engagement surfaces, and this space is formed. At a portion transverse to the rotation direction, the wedge action of the retained oil generates hydraulic pressure that separates the two friction engagement surfaces from each other, lowering the friction coefficient μ, and impairing the function of the multi-plate clutch.

For this reason, the function of the clutch is impaired. In particular, when the relative rotation between the two clutch plates is small,
The transmission torque gradually decreases as the torque transmission characteristic has a negative gradient, in other words, as the differential rotation speed increases. Therefore, an object of the present invention is to solve such a problem.

[0008]

SUMMARY OF THE INVENTION The present invention relates to a clutch plate and a driving force transmitting device using the same. Thus, the clutch plate according to the present invention, the clutch plates der fine ridges extending in the circumferential direction on the frictional engaging surface is provided in parallel multiple holds minute intervals
The height of the ridges is 1 μm or more and the ridges are arranged in parallel.
The interval between the two is not more than 600 μm .

Further, a driving force transmitting device according to the present invention is a driving force transmitting device provided with a clutch including a clutch plate having the above-mentioned ridge as a constituent member. The clutch is arranged between a rotating member and an inner rotating member, and the clutch is frictionally engaged to transmit torque between the two rotating members. As a clutch plate constituting the clutch, The present invention is characterized in that the clutch plate having a ridge is employed.

[0010] In the clutch plate and the driving force transmission apparatus according to the present invention is to concentrically form a protrusion of the clutch plate in a circular shape or an elliptical shape, Ru can be formed in a spiral shape. Further, the driving force transmission according to the present invention
In the device, they are coaxial and relatively rotatable relative to each other.
Outer rotating member and inner rotating member,
Located between the members, the frictional engagement between the two rotating members
Engage friction with main clutch that transmits torque
Pilot clutch mechanism and pilot clutch
By transmitting the frictional engagement force of the mechanism to the main clutch, the same
A configuration including a cam mechanism for frictionally engaging the in-clutch;
The friction clutch constituting the pilot clutch mechanism
The clutch plate having a ridge as a switch
A clutch as a member can be employed.

[0011]

In the clutch having the clutch plate as a constituent member and the driving force transmitting device provided with the clutch, the minutely extending circumferential surface of the clutch plate is provided on the frictional engagement surface of the clutch plate. protrusion is provided in parallel a number at minute intervals, the height of such a width
Is 1 μm or more, and the interval between adjacent ones is 600 μm.
It is set as follows. Thus, each protrusion also remained by long-term use of the clutch <br/>, to prevent the formation of oil film between the inner and outer clutch plates.

Further, since each ridge is formed so as to extend in the circumferential direction, there is no wedge action of oil, the formation of an oil film is further prevented, and a minimum amount of oil is required between the ridges. The lubrication function is maintained by holding, and when the clutch is an electromagnetic type, the acting magnetic force is stabilized.

For this reason, in the clutch including the clutch plate as a constituent member and the driving force transmission device including the clutch, the torque transmission characteristics are improved, the judder resistance and the response are good, and the viscosity of the oil film is high. Drag torque is reduced and durability is improved.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings. FIG. 1 shows an example of a driving force transmission device incorporating a friction clutch having a clutch plate as a constituent member according to the present invention. I have. The driving force transmission device 10 is shown in FIG.
As shown in the figure, the vehicle is mounted on a driving force transmission path to a rear wheel side of a four-wheel drive vehicle.

In the four-wheel drive vehicle, the transaxle 21 integrally includes a transmission, a transfer, and a front differential, and outputs the driving force of the engine 22 to both axle shafts 23 a via the transaxle 21. Then, the left and right front wheels 23b are driven and output to the propeller shaft 24 side. The propeller shaft 24 is connected to the rear differential 25 via the driving force transmission device 10, and the propeller shaft 24 and the rear differential 2
When the transmission 5 is connected to transmit torque, the driving force is transmitted to the rear differential 25, and is output from the differential 25 to both axle shafts 26a to drive the left and right rear wheels 26b.

The driving force transmission device 10 is accommodated in a differential carrier 27 together with a rear differential 25 and supported by the carrier 27, and is supported by the vehicle body via the carrier 27, as shown in FIG. An outer case 10a as an outer rotating member, an inner shaft 10b as an inner rotating member, a main clutch mechanism 10c, a pilot clutch mechanism 10d, and a cam mechanism 10e.

The outer case 10a comprises a bottomed cylindrical front housing 11a, and a rear housing 11b which is screwed into the rear end opening of the front housing 11a and covers the opening. The front housing 11a is non-magnetic. The rear housing 11b is formed of iron which is a magnetic material. A stainless steel cylinder 11b1, which is a nonmagnetic material, is embedded in a radially intermediate portion of the rear housing 11b, and the cylinder 11b1 forms an annular nonmagnetic portion.

A nut member 11c is screwed on a screw portion formed on the outer periphery of the rear end of the rear housing 11b so as to be able to advance and retreat. The nut member 11c tightens the front housing 11a from the rear end side, and presses the threaded portion of the front housing 11a against the threaded portion of the rear housing 11b to eliminate play between these threaded portions.

The outer case 10a is rotatably supported by a differential carrier 27 at the outer periphery of the front end of the front housing 11a.
b is rotatably supported by the differential carrier 27 at the outer periphery of the rear end. Front housing 11a
The rear end of the propeller shaft 24 is connected to the front end of the propeller shaft so that torque can be transmitted.

The inner shaft 10b is inserted into the front housing 11a through a central portion of the rear housing 11b in a liquid-tight manner, and is restricted from moving in the axial direction.
b is rotatably supported. Inner shaft 10b
, The tip of the drive pinion shaft 28 is inserted and connected to transmit torque.

The main clutch mechanism 10c is a wet-type multi-plate type friction clutch, and has a large number of clutch plates (inner clutch plate 12a, outer clutch plate 12b), and is disposed on the back wall side of the front housing 11a. ing. Each inner clutch plate 12a constituting the friction clutch is spline-fitted to the outer periphery of the inner shaft 10b and assembled so as to be movable in the axial direction, and each outer clutch plate 12b is splined on the inner periphery of the front housing 11a. It is fitted and fitted so as to be movable in the axial direction. The respective inner clutch plates 12a and the respective outer clutch plates 12b are alternately positioned, abut against each other and frictionally engage with each other, and are separated from each other to be in a free state.

The pilot clutch mechanism 10d includes an electromagnet 13, a friction clutch 14, and an armature 15. The electromagnet 13 has an annular shape, and is fitted into the annular recess of the rear housing 11b while being fitted to the yoke 16. The yoke 16 is supported by a differential carrier 27 and is connected to the rear housing 11.
b is rotatably supported on the outer periphery of the rear end.

The friction clutch 14 is a wet-type, multi-plate friction clutch having the clutch plate according to the present invention as a constituent member. Each inner clutch plate 14a has an outer periphery of a first cam member 17 constituting a cam mechanism 10e described later. The outer clutch plates 14b are spline-fitted to the inner periphery of the front housing 11a and are movably mounted in the axial direction. Each inner clutch plate 1
The outer clutch plates 4a and the outer clutch plates 14b are alternately positioned, abut against each other and frictionally engage with each other, and are separated from each other to be in a free state.

The armature 15 has an annular shape, is spline-fitted to the inner periphery of the front housing 11a, and is mounted so as to be movable in the axial direction.
And is located on one side of the body.

In the above-described configuration of the pilot clutch mechanism 10d, when the yoke 16, the rear housing 11b, the friction clutch 14, the armature 15, the friction clutch 14, the rear housing 11b, and the yoke 16 A magnetic path is formed at the bottom.
The energization of the electromagnetic coil of the electromagnet 13 is performed by switching a switch, and three drive modes described later can be selected. The switch is arranged near the driver's seat in the vehicle compartment, so that the driver can easily operate the switch. Note that the switch may be omitted if the driving force transmission device is configured only in a second driving mode described later.

The cam mechanism 10e includes a first cam member 17, a second cam member 18, and a cam follower 19. In the first cam member 17 and the second cam member 18, a plurality of cam grooves opposing each other are formed on the opposing surfaces at predetermined intervals in the circumferential direction. The first cam member 17 is
It is rotatably fitted to the outer periphery of the inner shaft 10b,
The inner clutch plate 14a of the friction clutch 14 is spline-fitted to the outer periphery of the rear housing 11b.

The second cam member 18 is connected to the inner shaft 10.
B is spline-fitted to the outer periphery of b and assembled so as to be integrally rotatable, and is located facing the inner clutch plate 12a of the main clutch mechanism 10c. A ball-shaped cam follower 19 is interposed between the opposing cam grooves of the second cam member 18 and the first cam member 17.

In the lead wire 13a for energizing the electromagnetic coil of the electromagnet 13, the end on the electromagnetic coil side is buried in a support member 16a made of synthetic resin.
The support member 16a is fitted on the yoke 16. Thereby, the lead wire 13a and the outer case 1 which is a rotating member
0a is prevented, and the occurrence of disconnection due to these contacts is prevented.

In the driving force transmission device 10 having such a configuration, the electromagnet 1 constituting the pilot clutch mechanism 10d is used.
When the power is not supplied to the third electromagnetic coil, no magnetic path is formed, and the friction clutch 14 is in the non-engaged state.
Therefore, the pilot clutch mechanism 10d is in a non-operating state, and the first cam member 1 constituting the cam mechanism 10e is not operated.
7 is rotatable integrally with the second cam member 18 via the cam follower 19, and the main clutch mechanism 10c is in a non-operating state. Therefore, the vehicle constitutes the first drive mode of the two-wheel drive.

On the other hand, when power is supplied to the electromagnetic coil of the electromagnet 13, a magnetic path is formed in the pilot clutch mechanism 10 d, and the electromagnet 13 attracts the armature 15. For this reason, the armature 15 presses the friction clutch 14 to cause frictional engagement, connects the first cam member 17 of the cam mechanism 10e to the front housing 11a side, and
And a relative rotation is generated between them. As a result, the cam mechanism 1
0e, the cam followers 19 move the two cam members 17, 18
Are pressed away from each other.

As a result, the second cam member 18 is pressed toward the main clutch mechanism 10c, and
0c is frictionally engaged in accordance with the frictional engagement force of the friction clutch 14 to transmit torque between the outer case 10a and the inner shaft 10b. Thus, the vehicle constitutes a continuously variable four-wheel drive second drive mode in which the propeller shaft 24 and the drive pinion shaft 28 are in a non-coupled state to a directly coupled state. In this driving mode, the driving force distribution ratio between the front and rear wheels is set to 100: 0 (two-wheel driving state) according to the traveling state.
50:50 (directly connected four-wheel drive state).

When the current applied to the electromagnetic coil of the electromagnet 13 is increased to a predetermined value, the armature 15
, The armature 15 is strongly sucked, the frictional engagement force of the friction clutch 14 is increased, and the relative rotation between the cam members 17 and 18 is increased. As a result,
The cam follower 19 increases the pressing force on the second cam member 18 to bring the main clutch mechanism 10c into a connected state. For this reason, the vehicle constitutes a third drive mode of four-wheel drive in which the propeller shaft 24 and the drive pinion shaft 28 are directly connected.

As described above, in the driving force transmission device 10, by energizing the electromagnetic coil constituting the electromagnet 13,
Yoke 16 for supporting electromagnet 13, rear housing 11
b, a magnetic path circulating between the friction clutch 14, the armature 15, the friction clutch 14, the rear housing 11b, and the yoke 16 is formed, and the armature 15 is attracted to the friction clutch 14 by a magnetic induction action. As a result,
The armature 15 presses and frictionally engages the friction clutch 14 to establish a connection state in which torque can be transmitted between the outer case 10a and the inner shaft 10b by this frictional engagement, and a frictional engagement between the outer case 10a and the inner shaft 10b. Torque is transmitted according to the resultant force.

Thus, in the driving force transmission device 10, the friction clutch 14 of the pilot clutch mechanism 10d
As shown in FIG. 2, the inner clutch plate 14a has an annular shape, and a spline 14a2 that fits into a spline of the first cam member 17 is formed on the inner peripheral edge of the plate body 14a1, and an intermediate portion is formed. Are formed with a plurality of arc-shaped through holes 14a3 for preventing short-circuit of magnetic flux.

Incidentally, the outer clutch plate 14b constituting the friction clutch 14 is
4a, the spline is formed in the outer peripheral edge of the plate main body to fit into the spline of the front housing 11a, and a plurality of arc-shaped through holes for preventing short-circuit of magnetic flux are provided in the middle part. Is formed. The plate bodies of both clutch plates 14a and 14b are formed on friction engagement surfaces having a predetermined surface roughness.

In the inner clutch plate 14a, as shown in FIGS.
On the entire surface of the frictional engagement surface 4a1, a large number of ridges 14a4 having a fine width are provided in parallel at a small interval. The ridges 14a4 extend in the circumferential direction and are concentrically arranged with each other. The interval h2 of each of the ridges 14a4 is set to a predetermined interval of 600 μm or less so that the height h1 remains at 1 μm or more after long-term use of the driving force transmission device. The depth of the groove 14a5 relatively formed when the ridge 14a4 is formed is in the range of 3 to 20 μm.

The larger the distance h2 of the ridges 14a4, the smaller the contact area between the friction engagement surfaces and the more difficult it is to form an oil film.
The thickness is preferably not more than 00 μm. For example, plate body 1
Assuming that the surface hardness of 4a1 is Hv500, the height h1 of the ridge 14a4 is 4-5 μm or more, and the interval h2 is 100-300 μm.
m is appropriate.

As a method of forming a large number of ridges 14a4 on the frictional engagement surface of the plate body 14a1, a groove 14a5 is formed by cutting using a diamond tool so as to protrude relatively to the opposite side. Means to form,
Means for forming the ridge 14a4 by press molding or the like can be employed.

As an example, FIG. 4 shows the surface shape of the clutch plate 14a when the ridge 14a4 is formed by cutting using a diamond tool. According to such a cutting process, as shown in the figure, ridges 14a4 projecting in a direction opposite to the groove 14a5 are formed, and a number of these ridges 14a4 are formed on the frictional engagement surface.

On the other hand, the means for forming the ridges 14a4 by press molding is more suitable for forming the ridges 14a4 with a smaller gap than the means for forming the ridges 14a4 by cutting using a diamond tool. . That is, by forming the grooves 14a5 having a small interval, each groove 14a5 is formed.
The interval can be apparently a ridge 14a4. In addition,
With the means for forming the ridges 14a4 by press molding, the ridges 14a4 having the same interval as the means for forming the ridges 14a4 by cutting using a diamond tool can also be formed.

In the driving force transmission device 10 having such a configuration, the friction clutch 14 of the pilot clutch mechanism 10d is used.
On the frictional engagement surface of the inner clutch plate 14a, a number of fine protrusions 14a4 extending in the circumferential direction of the clutch plate are provided in parallel at fine intervals,
Its height is 1 μm or more, and its adjacent space is 6
It is set to not more than 00 μm. As a result, each ridge is
It remains even after long-term use of the clutch , and prevents formation of an oil film between the inner and outer clutch plates.

Further, since each of the ridges 14a4 is formed to extend in the circumferential direction, an oil wedge action does not occur between the ridges 14a4, and the formation of an oil film is further prevented. The lubrication function is maintained by holding the necessary minimum oil, and the pilot clutch mechanism 10
At d, the acting magnetic force is stabilized. A lubrication groove (not shown) is formed on the surface of the outer clutch plate 14b so that the pilot clutch mechanism 10d can be lubricated and cooled well.

Therefore, in the driving force transmission device 10, the torque transmission characteristics are improved, the judder resistance and the response are good, the drag torque due to the viscosity of the oil film is reduced, and the durability is improved.

[0044]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 2, finely spaced ridges 14a4 are provided on a frictional engagement surface of an inner clutch plate 14a constituting a friction clutch 14 of a pilot clutch mechanism 10d.
A number formed concentrically effect on the frictional engagement force for the friction clutch 14 by multiple ridges 14a4, and examined the torque transmission characteristics of the driving force transmission apparatus 10 of FIG. 1 incorporating the same pilot clutch mechanism 10d .

(Embodiment 1) In Embodiment 1, the friction surfaces of the inner clutch plate 14a and the outer clutch plate 14b constituting the friction clutch 14 are made to have the same surface roughness. The friction coefficient ratio between the clutch plates 14a and 14b and the torque transmission characteristics of the driving force transmission device 10 were measured. The obtained results are shown in the graphs of FIGS. 6 and 7A and 7B.

However, the height h1 of each ridge 14a4 on the inner clutch plate 14a is 4 μm, and each ridge 14a4
The interval h2 between them is 275 μm, and the depth h3 of the groove 14a5 is 4
μm. In the driving force transmission device 10, the thrust (W) of the armature 15 of the pilot clutch mechanism 10d is set to 500N. The friction coefficient ratio in the graph of FIG. 6 is the friction coefficient (μ50 rpm) when the differential rotation speed is 50 rpm and the friction coefficient (μ2 rpm) when the differential rotation speed is 2 rpm.
m) (μ50 rpm / μ2 rpm).

In the graph of FIG. 6, the graph a shows the case where a plurality of ridges 14a4 are provided, and the graph b shows the case where the ridges 14a4 are not provided. The ratio of the friction coefficient greatly differs depending on the presence or absence of the ridges 14a4. Inner clutch plate 14a
Has a ridge 14a4, when the surface roughness is 1 μm or more, the friction coefficient ratio is a substantially constant value slightly larger than 1 while the inner clutch plate 14a does not have the ridge 14a4. In this case, the friction coefficient ratio is close to 0.5 when the surface roughness is 1 μm or less, gradually increases when the surface roughness is greater than 1 μm, and becomes 1 or more when the surface roughness is 2 μm or more. The ratio of the coefficients varies greatly.

The graph of FIG. 7A shows the case where the inner clutch plate 14a has the ridge 14a4. The graph a1 has a surface roughness of 0.5 μm, and the graph a2 has a surface roughness of 1.
μm, graph a3 is for a surface roughness of 2 μm, graph a4 is for a surface roughness of 3 μm, graph a5 is for a surface roughness of 4 μm, and graph a6 is for a surface roughness of 5 μm. Further, the graph of FIG. 7B shows the case where the inner clutch plate 14a does not have the ridge 14a4, and the graph b1 shows that the surface roughness is 0.5.
μm, graph b2 is for a surface roughness of 1 μm, graph b3 is for a surface roughness of 2 μm, graph b4 is for a surface roughness of 3 μm, graph b5 is for a surface roughness of 4 μm, and graph b6 is for a surface roughness of 5 μm. .

Referring to these graphs, in the driving force transmission device 10, when the inner clutch plate 14a of the friction clutch 14 does not have the ridge 14a4, the surface roughness of both clutch plates 14a and 14b is 1 μm or less. In this case, a phenomenon is observed in which the transmission torque suddenly decreases once in a range where the differential rotation speed is small, and then gradually increases. On the other hand, when the inner clutch plate 14a of the friction clutch 14 has the ridge 14a4, and when the surface roughness of both clutch plates 14a and 14b is 1 μm or less, the transmission torque increases the differential rotation speed. However, when the surface roughness of both clutch plates 14a and 14b is 2 μm or more, the transmission torque is substantially constant regardless of the differential rotation speed.

Therefore, when the inner clutch plate 14a has the ridge 14a4, the torque transmission characteristic of the driving force transmission device 10 is clearly improved, and the ridge 14a
The effect of 4 is recognized.

(Embodiment 2) In Embodiment 2, the effect of the height of the ridge 14a4 formed on the inner clutch plate 14a constituting the friction clutch 14 was examined. The surface roughness of both clutch plates 14a and 14b of the friction clutch 14 is 1 μm, and the interval h2 between the ridges 14a4 is 275 μm.
Then, the ratio of the height h1 of the ridge 14a4 to the friction coefficient and the torque transmission characteristic of the driving force transmission device 10 were measured. The obtained results are shown in the graphs of FIGS. The other conditions are the same as in the first embodiment.

However, in the graph of FIG. 8B, the graph b1 has a height h1 of 0 μm, and the graph b2 has a height h1 of 0.2.
μm, graph b3 has a height h1 of 1 μm, graph b4 has a height h1 of 2 μm, graph b5 has a height h1 of 3 μm, and graph b6.
Is a case where the height h1 is 4 μm.

As is clear from the graph of FIG. 8A, when the height h1 of the ridge 14a4 is at least 1 μm, the friction coefficient ratio becomes 1. FIG.
As is clear from the graph of FIG.
If the height h1 of a4 is at least 1 μm, the transmission torque in the driving force transmission device 10 is substantially constant regardless of the differential rotation speed. Therefore, the inner clutch plate 14a
When the height of the ridge 14a4 is 1 μm or more, the torque transmission characteristic of the driving force transmission device 10 is clearly improved, and the effect of the ridge 14a4 is recognized.

(Embodiment 3) In Embodiment 3, an inner clutch plate 14a constituting the friction clutch 14 is provided.
Next, the effect of forming only the groove 14a5 instead of the ridge 14a4 was examined. The surface roughness of both clutch plates 14a and 14b of the friction clutch 14 is set to 1 μm, and each groove 1
Groove portion 1 when spacing h4 of 4a5 is 275 μm
The ratio of the depth h3 of 4a5 to the coefficient of friction and the torque transmission characteristics of the driving force transmission device 10 were measured. FIG. 9 shows the obtained results.
This is shown in the graphs of (a) and (b). The other conditions are the same as in the first embodiment.

However, in the graph of FIG. 9B, the graph b1 has a depth h3 of 0 μm, and the graph b2 has a depth h3 of 0.2.
μm, graph b3 is 1 μm depth h3, graph b4 is 2 μm depth h3, graph b5 is 3 μm depth h3, graph b6
Is the case where the depth h3 is 4 μm.

As is apparent from the graph of FIG. 9A, the friction coefficient ratio is determined by the presence or absence of the groove 14a5 and the ratio of the groove 14a5.
Regardless of the depth h5 of a5, it is a substantially constant value of 1 or less and has no influence. Further, as apparent from the graph of FIG. 9B, there is no influence on the transmission torque in the driving force transmission device 10.

(Embodiment 4) In Embodiment 4, the effect of the interval h2 between the ridges 14a4 of the inner clutch plate 14a constituting the friction clutch 14 was examined. The surface roughness of both clutch plates 14a and 14b of the friction clutch 14 is set to 1 μm, and each ridge 14a4
Between the ridges 14a4 when the height h1 is 1 μm
The ratio of the gap h2 to the friction coefficient and the torque transmission characteristics of the driving force transmission device 10 were measured. FIG. 10 shows the obtained results.
This is shown in the graphs of (a) and (b). The other conditions are the same as in the first embodiment.

However, in the graph of FIG. 10B, the graph b1 has an interval h2 of 100 μm, the graph b2 has an interval h2 of 200 μm, the graph b3 has an interval h2 of 300 μm, the graph b4 has an interval h2 of 400 μm, and the graph b5 has an interval h2. h2 is 50
0 μm, and the graph b6 shows the case where the interval h2 is 600 μm.

As is clear from the graph of FIG. 10A, the friction coefficient ratio gradually increases as the interval h2 between the ridges 14a4 increases, and when the interval h2 exceeds 200 μm, the ratio increases.
It becomes a substantially constant value approximating to. As is clear from the graph of FIG. 10B, the transmission torque in the driving force transmission device 10 is such that the distance h2 between the ridges 14a4 is 200 μm.
Above m, it is substantially constant.

(Embodiment 5) In Embodiment 5, the influence of drag torque by the ridge 14a4 of the inner clutch plate 14a constituting the friction clutch 14 was examined.
Both clutch plates 14a, 14b of the friction clutch 14
Relationship between the surface roughness and the drag torque between the clutch plates 14a and 14b, the height h1 of the ridge 14a4 is 1 μm,
The torque transmission characteristic of the driving force transmission device 10 when the interval h2 between the ridges 14a4 was 275 μm was measured. The obtained results are shown in the graphs of FIGS. The thrust (W) of the armature 15 of the pilot clutch mechanism 10d in the driving force transmission device 10 was set to 20N.

However, in the graph of FIG. 11A, the graph a shows the case where the ridge 14a4 is provided, the graph b shows the case where the ridge 14a4 is not provided, and the graph a1 in the graph of FIG. With a roughness of 1 μm and ridges 14a4,
The graph a2 has a surface roughness of 2 μm and a ridge 14a4, the graph a3 has a surface roughness of 3 μm and a ridge 14a4, the graph b1 has a surface roughness of 1 μm and no ridge 14a4, and the graph b
2 shows a case where the surface roughness is 2 μm and no ridges 14a4, and a graph b3 shows a case where the surface roughness is 3 μm and no ridges 14a4.

As is apparent from the graph of FIG. 11A, the drag torque gradually increases due to the increase in the surface roughness when the ridge 14a4 is not provided.
Is substantially constant regardless of the increase in surface roughness. As is clear from the graph of FIG. 11B, the drag torque of the driving force transmission device 10 is greatly affected by the presence or absence of the ridge 14a4.
When there is a4, it is greatly reduced.

[Brief description of the drawings]

FIG. 1 is a sectional view of a driving force transmission device according to an example of the present invention.

FIG. 2 is a front view of an inner clutch plate of a friction clutch constituting a pilot clutch mechanism in the driving force transmission device.

FIG. 3 is a partially enlarged view of a friction engagement surface of the inner clutch plate.

FIG. 4 is a chart showing an uneven shape of the friction engagement surface.

FIG. 5 is a schematic configuration diagram of a four-wheel drive vehicle equipped with the driving force transmission device.

FIG. 6 is a graph showing a relationship between a friction coefficient ratio and a surface roughness of a friction clutch.

FIG. 7 is a graph showing torque transmission characteristics of the driving force transmission device when the surface roughness is each value (a: with ridge, b: without ridge)
It is.

FIG. 8 is a graph (a) showing the relationship between the friction coefficient ratio of the friction clutch and the height of the ridge, and a graph showing the torque transmission characteristics of the driving force transmission device when the ridge height is each value ( b)
It is.

9A is a graph showing the relationship between the ratio of the friction coefficient of the friction clutch and the depth of the groove, and FIG. 9B is a graph showing the torque transmission characteristics of the driving force transmission device when the depth of the groove is various values.
It is.

10A is a graph showing the relationship between the friction coefficient ratio of the friction clutch and the interval between the ridges, and FIG. 10B is a graph showing the torque transmission characteristics of the driving force transmission device when the interval between the ridges is each value. It is.

11A is a graph showing the relationship between the drag torque of the friction clutch and the surface roughness, and FIG. 11B is a graph showing the relationship between the drag torque of the driving force transmission device when the surface roughness is each value.

[Explanation of symbols]

Reference numeral 10: driving force transmission device, 10a: outer case, 10b
... inner shaft, 10c ... main clutch mechanism, 10
d: pilot clutch mechanism, 10e: cam mechanism, 11
a: front housing, 11b: rear housing, 1
1b1 ... Cylinder, 11c ... Nut member, 12a ... Inner clutch plate, 12b ... Outer clutch plate, 1
3 ... electromagnet, 13a ... lead wire, 14 ... friction clutch,
14a: inner clutch plate, 14a1, plate body, 14a2, spline, 14a3, through hole, 14a
4 Projection, 14a5 Groove, 14b Outer clutch plate, 15 Armature, 16 Yoke, 16a Support member, 17 First cam member, 18 Second cam member, 1
9: cam follower, 21: transaxle, 22 ...
Engine, 23a ... axle shaft, 23b ... front wheel,
24 ... propeller shaft, 25 ... rear differential, 26a ... axle shaft, 26b ... rear wheel, 27 ...
Differential carrier, 28: drive pinion shaft, h1: height, h2: interval, h3: depth.

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Naoyuki Kokubo 1-1-1, Asahi-cho, Kariya-shi, Aichi Prefecture Inside Toyota Koki Co., Ltd. (72) Inventor Takashi Hosokawa 1-1-1, Asahi-cho, Kariya-shi, Aichi Toyoda Koki (72) Inventor Koichi Suzuki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Akihiko Ikeda 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Mitsuru Ooba 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-5-26382 (JP, A) JP-A-7-71563 (JP, A) JP-A-4-211729 ( JP, A) JP-A-8-200394 (JP, A) JP-A-7-4448 (JP, A) JP-A-6-280892 (JP, A) JP-A 8-233003 (JP, A) JP Hei 7-197945 (JP, A) JP-A-53-146056 (JP, A) Japanese Utility Model Application Hei 5-22862 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16D 27 / 10 B60K 17/34 F16D 13/62

Claims (5)

(57) [Claims] 1. A class of fine projections extending in the circumferential direction to the friction engagement surfaces are provided in parallel multiple holds minute intervals
Plate with a height of 1 μm or more
The parallel spacing of the ridges is 600 μm or less . 2. The clutch plate according to claim 1, wherein said ridges are formed concentrically in a circular shape or an elliptical shape. 3. The clutch plate according to claim 1, wherein said ridge is formed in a spiral shape. 4. A driving force transmitting device comprising a clutch comprising the clutch plate according to claim 1, 2, or 3.
Are located coaxially and relatively rotatable relative to each other.
The clutch is disposed between the side rotating member and the inner rotating member.
Then, the clutch is frictionally engaged so that the two
It is configured to transmit torque between members.
Has a ridge as a clutch plate that constitutes a latch
The clutch plate is adopted.
Driving force transmission device. 5. The driving force transmission device according to claim 4, wherein
Outer rotating members located coaxially and relatively rotatable with each other
And the inner rotating member, and friction between the two rotating members.
A mechanism for transmitting torque between these two rotating members by frictional engagement.
The pilot clutch that frictionally engages with the
Friction engagement force between the latch mechanism and the pilot clutch mechanism
Is transmitted to the main clutch and the main clutch is
A cam mechanism for rubbing engagement, wherein the pilot clutch
The friction clutch constituting the mechanism, having a ridge
By using a clutch with a clutch plate as a component
A driving force transmitting device.