JP5533494B2 - Vehicle clutch device - Google Patents

Description

  The present invention relates to a vehicle clutch device that includes an engine or the like as a drive source and transmits driving force from the engine or the like to an axle.

  2. Description of the Related Art Conventionally, a vehicular drive device is provided with a clutch device for intermittently connecting an input shaft connected to a drive source and an output shaft connected to an axle. In such a clutch device, a plurality of friction plates provided on the input shaft side and a plurality of separate plates provided on the output shaft side are alternately arranged, and the adjacent plates are engaged with each other by being pressed together. Generally known are those that rotationally connect a shaft and an output shaft. At this time, if sliding occurs between adjacent plates, frictional heat is generated, and frictional heat accumulates on each plate, causing burning and wear of each plate.

  Therefore, in order to prevent the friction plate and the separate plate from being burned and worn, for example, in the technique shown in Patent Document 1, cooling oil is filled in the clutch housing 20 of the starting clutch 10 including the wet multi-plate clutch 30. Then, the cooling oil flows into a passage formed between the clutch drum 1 that holds the separator plate 4 and the clutch housing 20 in a state where the cooling oil is filled in the clutch housing 20 and is discharged to the outside. Is circulated to cool the wet multi-plate clutch 30.

JP 2009-250374 A

  However, in the technique disclosed in Patent Document 1, since the cooling oil is filled in the clutch housing 20, the cooling oil filled when the starting clutch 10 is driven by the engine becomes a resistance, resulting in a loss of rotational energy. End up.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle clutch device that can suppress heat generation satisfactorily so that there is no rotational energy loss and can be appropriately cooled during heat generation.

  In order to solve the above problems, the vehicle clutch device according to claim 1 is characterized in that an input shaft that is rotatably connected to a drive source, and an output shaft that is disposed on the same rotational axis as the input shaft. A case that rotatably supports the input shaft and the output shaft via a bearing on the rotation axis, and one of the input shaft and the output shaft that is movably engaged in the direction of the rotation axis. A plurality of first clutch plates and a plurality of second clutches arranged so as to be alternately contactable with and separated from the plurality of first clutch plates and engaged with the other of the input shaft and the output shaft so as to be movable in the rotational axis direction. The first clutch plate and the second clutch plate are slidably fitted in a cylinder portion of a cylinder member formed integrally with one of the clutch plate, the input shaft, and the output shaft in the rotational axis direction. The A piston member having a pressing portion to be pressed, and disposed between the piston member and the cylinder member, and biases the piston member toward the first clutch plate and the second clutch plate and An elastic member that press-contacts the first clutch plate and the second clutch plate, and a hydraulic chamber that is defined between the piston member and the cylinder portion, and the piston is driven by the pressure of oil supplied to the hydraulic chamber. The member is separated from the first clutch plate and the second clutch plate against the urging force of the elastic member, the input shaft and the annular portion formed on the other of the output shaft, and the input shaft And the oil supplied through an oil passage formed on one side of the output shaft and allowing the oil to be supplied to and discharged from the hydraulic chamber. An oil hole that allows the oil to flow out to the annular portion, and a through hole that is formed to penetrate along the rotational axis direction in the annular portion that is further away from the rotational axis than the oil hole and communicates with the oil hole A supply hole formed in the other of the input shaft and the output shaft so as to extend along a direction away from the rotation axis and the hole, passing through the through hole from the oil hole, and The oil diverted by the section is supplied to the second clutch plate.

  In order to solve the above-mentioned problem, a vehicle clutch device according to a second aspect of the present invention is characterized in that, in the first aspect, the annular portion into which the oil is diverted has a protrusion extending along the rotational axis direction. Is provided.

  In order to solve the above-mentioned problem, a feature of the invention of the vehicle clutch device according to claim 3 is that, in claim 2, the protrusion is formed in an annular shape around the rotation axis.

  In order to solve the above-mentioned problem, a vehicle clutch device according to a fourth aspect of the present invention is characterized in that, in any one of the first to third aspects, the first clutch plate is engaged with the output shaft. It is a separate plate, and the second clutch plate is a friction plate engaged with the input shaft.

  In order to solve the above-mentioned problem, a vehicle clutch device according to a fifth aspect of the present invention is characterized in that, in any one of the first to fourth aspects, a rotating electrical machine is mounted in the case, and the rotating electrical machine is Is a stator attached to the case, and a rotor that is provided to face the stator in the radial direction and that is rotatable with respect to the stator by generating a magnetic repulsive force or attractive force with the stator. The engine is attached as the drive source connected to the input shaft, and the output shaft is integrally connected to the rotor.

  According to the first aspect of the present invention, the first clutch plate is engaged in order to allow oil to flow out (supply) toward the annular portion formed on the other shaft with which the second clutch plate is engaged. An oil hole formed in one of the shafts is formed in communication with an oil passage that supplies and discharges oil to and from the hydraulic chamber in order to separate or engage the first clutch plate and the second clutch plate. Thus, when oil is supplied to the hydraulic chamber and the engagement between the first clutch plate and the second clutch plate is released, the oil is supplied from the oil hole toward the side surface of the annular portion. The oil supplied to the side surface of the annular portion is caused to flow toward the outer periphery in the radial direction on the side surface by the centrifugal force generated as the engine rotates, and the first clutch plate that is the outer periphery of the second clutch plate and the second clutch plate. Reach between. Further, part of the oil that has flowed on the side surface toward the outer periphery in the radial direction reaches the opening of the through hole provided in the annular portion. Part of the oil that has reached the opening of the through hole is diverted and enters the through hole, passes through the annular portion, and reaches the side surface on the opposite side of the annular portion. The oil that has reached the opposite side surface is caused to flow radially outward by the centrifugal force on the side surface of the rotating annular portion, and eventually between the second clutch plate and the first clutch plate that is the outer peripheral portion of the second clutch plate. To reach. In this way, by supplying the oil flowing out from the oil holes from both side surfaces of the annular portion, the oil is uniformly supplied to the second clutch plate and the first clutch plate that are aligned and aligned in the rotation axis direction. Can be made. Thereby, the heat accumulated in the second clutch plate and the first clutch plate disengaged can be effectively removed and cooled by the oil.

  Further, when the largest frictional heat is generated between the second clutch plate and the first clutch plate, it is the moment of engagement. At this time, the supply of oil to the hydraulic chamber and the supply of oil to the oil hole are stopped. However, since it takes a very short time after the oil supply to the oil hole is stopped until the second clutch plate and the first clutch plate are engaged, the second clutch plate and the second clutch plate are disengaged in the disengaged state. Lubrication is sufficiently performed by the residual oil supplied to the one clutch plate, and generation of frictional heat can be effectively suppressed. With such a configuration, the second clutch plate and the first clutch plate can be lubricated to suppress heat generation with little rotational energy loss and to perform cooling.

  According to the second aspect of the present invention, in the first aspect, the annular portion is provided with a protrusion for diverting oil to the opposite side surface through the through hole. With such a configuration, the oil that has flowed to the outer periphery in the radial direction by centrifugal force on the side surface facing the oil hole is effectively stopped and retained by the protrusion, and more oil enters the through hole and the opposite side surface. Can be reached. As a result, the oil amount to the opposite side surface can be secured more stably, and the oil can be evenly distributed to the second clutch plate and the first clutch plate, so that the cooling of the second clutch plate and the first clutch plate can be achieved. In addition, heat generation can be effectively suppressed.

  According to the invention which concerns on Claim 3, in Claim 2, the protrusion part of the through-hole provided in the cyclic | annular part is formed in the annular | circular shape centering on the rotating shaft line. By adopting such a configuration, the protrusions can be easily punched out, so that they can be manufactured at low cost and contribute to cost reduction.

  According to the invention of claim 4, in any one of claims 1 to 3, the first clutch plate is a separate plate engaged with the output shaft, and the second clutch plate is engaged with the input shaft. Combined friction plates. Thus, since the separate plate is arranged on the same output shaft side as the piston member having the pressing portion for pressing the separate plate, the pressing structure between the separating plate and the piston member (pressing portion) can be simplified. The cost can be reduced.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the clutch device is provided with a rotating electrical machine including a stator and a rotor in a case, and the input shaft has a driving force of the engine. Is input, and the output shaft is connected to the rotor so as to rotate integrally therewith, and is configured as a so-called clutch device for a hybrid vehicle. For example, when a large driving force is required, a hybrid vehicle engages a clutch device and uses the engine and the electric motor as a driving source at the same time. When decelerating, the clutch device is released and the engine is disconnected to efficiently generate power by the electric motor. Or Thus, since the present invention is applied to a hybrid vehicle in which the clutch device is frequently engaged and disengaged, a great effect can be obtained.

It is the schematic which shows the drive system for hybrid vehicles in this embodiment. It is sectional drawing of the clutch apparatus for vehicles in this embodiment. FIG. 3 is a partially enlarged view of the vehicle clutch device shown in FIG. 2.

  An embodiment according to the present invention will be described below with reference to the drawings, which is embodied in a hybrid vehicle. FIG. 1 schematically shows a hybrid vehicle drive system to which a vehicle drive device 1 according to the present invention is applied. In FIG. 1, solid arrows indicate hydraulic piping connecting the devices, and broken arrows indicate control signal lines. In FIG. 1, the electromagnetic switching valve 50, the electric oil pump 60, and the reservoir 72 are described separately from the electric motor 20. However, actually, the electromagnetic switching valve 50 and the electric oil pump 60 are integrated with the electric motor 20 together with the clutch device 40, and the reservoir 72 is formed in the case 3 and the front case 6. In the present embodiment, the engine side of the vehicle drive device 1 is the front side, and the transmission side is the rear side.

  The case 3 includes an outer peripheral wall portion 3 c that forms an outer shape, and a rear side wall portion 3 a that is formed between the electric motor 20 and the clutch device 40 and the torque converter 2. Further, the case 3 has an outer peripheral wall portion 3 c that extends a predetermined amount from the rear side wall portion 3 a toward the automatic transmission device 5 side and covers a part of the torque converter 2. The extended case 3 is fixed by a bolt (not shown) that covers the remaining portion of the torque converter 2 and a bolt to form a case (not shown) of the automatic transmission 5.

  A front case 6 that is a lid portion of the case 3 and forms the front side wall portion 3b is disposed on the engine 10 side of the case 3, and the case 3 and the front case 6 are fixed by bolts. A through hole 6a is provided at the center of the front side wall 3b of the front case 6 constituting the case 3 so that the input shaft 41 as the other shaft is supported. A ball bearing 34 is interposed between the through hole 6a and the input shaft 41, and the input shaft 41 is rotatably supported.

  As shown in FIG. 1, an engine (EG) 10 as a vehicle drive source and an electric motor 20 that is a rotating electrical machine are connected in series via a clutch device 40 that is a wet multi-plate clutch. The clutch device 40 connects and disconnects the connection between the engine 10 and the electric motor 20 to interrupt torque transmission. The electric motor 20 is connected to the automatic transmission 5 of the vehicle in series, and the automatic transmission 5 is connected to driving wheels of the vehicle (not shown) via a differential device (not shown). The automatic transmission (T / M) 5 includes a transmission (not shown) and a torque converter 2, and the output of the torque converter 2 is input to the input shaft of the transmission.

  As shown in FIGS. 1 and 2, the electric motor 20 and the torque converter 2 are rotationally coupled via an output shaft 26 as one shaft and a center piece 16 that is an input shaft of the torque converter 2. The center piece 16 that is the input shaft of the torque converter 2 is arranged side by side on the same rotational axis as the input shaft 41 as the other shaft, and is connected to the front cover 14 of the torque converter 2 and rotated integrally with the front cover 14. . When the front cover 14 is rotated together with the center piece 16, a pump impeller (not shown) in the torque converter 2 connected to the front cover 14 is rotated. As a result, an oil flow is generated by the pump impeller, and a turbine runner (not shown) connected to the input shaft of the transmission is rotated by the generated oil flow to transmit the rotational force to the input shaft of the transmission. The rotation shafts of the output shaft 26, the center piece 16, and the front cover 14 are arranged on the same rotation shaft as the input shaft of the transmission.

  The engine 10 is a normal internal combustion engine that generates an output from a hydrocarbon-based fuel. However, the present invention is not limited to this, and any drive source that drives the rotating shaft may be used. The electric motor 20 is a synchronous motor for driving wheels, but is not limited to this. Furthermore, the automatic transmission device 5 is a normal planetary gear type automatic transmission, and is not limited to this. The clutch device 40 is a normally closed type clutch device that normally connects the engine 10 and the electric motor 20.

  As shown in FIG. 1, the electromagnetic switching valve 50 is a two-position electromagnetic valve having three ports, and one port is connected to a hydraulic chamber 46 (described later) of the clutch device 40 by pipes 65a, 65b, 65c, 65d (described later). Has been. The other port is connected to the discharge port of the electric oil pump 60, and the remaining one port is connected to the reservoir 72. The suction port of the electric oil pump 60 is always connected to the reservoir 72.

  When the electromagnetic switching valve 50 is in the operating position P1 shown in FIG. 1, the discharge port of the electric oil pump 60 is connected to the hydraulic chamber 46, and the reservoir 72 is discharged from the electric oil pump 60 via the orifice 71. And the hydraulic chamber 46. At this time, the electric oil pump 60 sucks the oil in the reservoir 72 and discharges it to the hydraulic chamber 46 via the electromagnetic switching valve 50 to release the connection of the clutch device 40. In this state, the pressure of the oil discharged from the electric oil pump 60 to the hydraulic chamber 46 is supplied as a sufficient pressure without greatly decreasing because the passage to the reservoir 72 is limited by the orifice 71.

  When the electromagnetic switching valve 50 is in the operating position P2 shown in FIG. 1, the discharge port of the electric oil pump 60 and the hydraulic chamber 46 are communicated with the reservoir 72, and the oil (hydraulic pressure) in the hydraulic chamber 46 is stored in the reservoir. Returning to 72, the clutch device 40 is connected. At this time, the electric oil pump 60 is stopped.

  A controller (ECU) 70 is electrically connected to the electromagnetic switching valve 50 and the electric oil pump 60. The controller 70 operates the electric oil pump 60 and the electromagnetic switching valve 50 to supply appropriate hydraulic oil to the clutch device 40 and control the clutch device 40 to a target connection state.

  The controller 70 controls the rotation of the engine 10 or the electric motor 20 to drive the vehicle. Further, the controller 70 is connected to an electromagnetic solenoid (not shown) that operates the shift valve of the automatic transmission 5, and the operation of the automatic transmission 5 is performed based on the rotational speed of the engine 10, the vehicle speed, the shift position, and the like. Is controlling.

  Next, the clutch device 40 will be described in detail with reference to FIGS. The clutch device 40 is integrally formed with an input shaft 41 (the other shaft) that is rotatably connected to the engine 10 and the rotor 21 whose rotational axis is arranged on the same axis as the rotational shaft of the rotor 21 of the electric motor 20. And an output shaft 26 (one shaft) connected to each other.

  The clutch device 40 is engaged with a separate plate 43 that is a plurality of first clutch plates engaged with the large-diameter side engaging portion 26 a of the output shaft 26 and a small-diameter side engaging portion 41 d of the input shaft 41. And a plurality of friction plates 42 as second clutch plates.

  The clutch device 40 includes a case 3 that constitutes a case surrounding the electric motor 20, the separation plate 43, the friction plate 42, and the like, a front case 6, and a cylinder member 48 that is formed integrally with the output shaft 26. A piston member 44 fitted with a cylinder portion 49 provided in the cylinder member 48 so as to be slidable in the rotational axis direction and provided with a plurality of separate plates 43 and a pressing portion 44a for pressing the friction plate 42. Have.

  Further, the clutch device 40 is contracted between the piston member 44 and the cylinder member 48, and a coil spring 45 that is an elastic member that biases the piston member 44 toward the plurality of separate plates 43 and the friction plate 42 side, A hydraulic chamber 46 formed between the piston member 44 and the cylinder portion 49, and a check ball type on-off valve 52 provided on the cylinder member 48 facing the pressure receiving surface 44 c of the piston member 44. .

  The input shaft 41 is rotationally connected to the output shaft 11 of the engine 10 via a flywheel (not shown) and a damper for absorbing rotational vibration (see FIG. 1). As shown in FIG. 2, the input shaft 41 includes a fixed portion 41 a for the damper, a connecting portion 41 b that is rotatably supported by the through hole 6 a of the front side wall portion 3 b of the front case 6, and a small-diameter side engagement that engages the friction plate 42. The joint portion 41d has an annular portion 41c formed on the outer peripheral portion. Hereinafter, the side of the front side wall portion 3b on which the input shaft 41 is supported is referred to as the input shaft side.

  As shown in FIGS. 2 and 3, the annular portion 41 c is formed so as to extend annularly in the radial direction on the input shaft 41, and includes a wall surface 38 on the automatic transmission 5 side and the input shaft side, and opposite side surfaces, respectively. And a wall surface 39. Between the wall surface 38 and the wall surface 39, there are three through holes 31 that penetrate in the direction of the rotation axis on the same circumference around the rotation axis of the input shaft 41 (hereinafter referred to as only the rotation axis). Is provided. The through position of each through hole 31 is such that the opening provided in the connecting portion 32a of the inner peripheral opening 32 of the output shaft 26, which will be described later, is farther away from the rotation axis than the oil hole 35 facing the wall surface 38. It is a radially outer peripheral side. By forming in this way, the oil hole 35 and the through hole 31 are in communication with each other. In addition, the through-hole 31 may be provided over three places, and may be one place or two places.

  Further, a protrusion 33 extending along the rotation axis direction is provided on the radially outer edge of each through hole 31 with the rotation axis as the center on the wall surface 38. The protrusion 33 is continuously formed in an annular shape around the rotation axis. As shown in the cross-sectional shape of FIG. 2, it is preferable that the inner peripheral surface of the protrusion 33 has a flat portion 33 a parallel to the rotation axis. With this shape, the oil flowing toward the outer periphery in the radial direction along the wall surface 38 can be stopped and retained satisfactorily, and the oil that gets over the protrusion 33 can also be successfully ridden by an appropriate amount. Further, the height of the protrusion 33 from the wall surface 38 is such that the required amount of oil to be diverted to each through-hole 31 and the required amount of oil that passes over the protrusion 33 and further flows on the wall surface 38 toward the friction plate 38. It is determined according to the above, and may be set as appropriate.

  A small-diameter side engaging portion 41d is formed on the outer periphery of the annular portion 41c. The small-diameter side engaging portion 41d is widened in the rotation axis direction, and the friction plates 42 on the plurality of rings described above are engaged so as to be restricted in rotation and movable in the rotation axis direction. In both side portions of the annular portion 41c in the small-diameter side engaging portion 41d, supply holes 36 and 36 reaching positions where the friction plate 42 is engaged are respectively drilled along the direction away from the rotation axis, that is, radially from the rotation axis. Has been. The supply holes 36, 36 supply oil that flows out from the oil hole 35 and is divided into both sides of the annular portion 41 c by the through hole 31 to the engaging portion of the friction plate 42, and then to the friction plate 42. is there. The supply holes 36, 36 are not arranged at three locations on the outer periphery in the radial direction of each through hole 31 corresponding to each through hole 31, but are provided at a plurality of additional locations (for example, three more locations) at desired positions. May be.

  As shown in FIGS. 2 and 3, in the present embodiment, each through hole 31 is processed by a drill from the wall surface 39 side toward the wall surface 38 after the projection 33 is formed by hot forging. It is manufactured inexpensively by the method. However, any manufacturing method may be used, and all may be formed by cutting or may be formed by casting. Further, if possible, after forming by cold forging, it may be processed by a drill.

  The output shaft 26 is rotationally connected to the center piece 16 that is an input shaft of the torque converter 2. The center piece 16 is rotatably supported in a through hole 3d formed in the rear side wall portion 3a of the case 3. Hereinafter, the side of the rear side wall portion 3a on which the center piece 16 connected to the output shaft 26 is supported is referred to as an output shaft side.

  The output shaft 26 has an inverted S-shaped cross section in the direction of the rotation axis shown in FIG. 2, an outer peripheral opening 27 is formed on the outer peripheral side in the radial direction, and the outer peripheral opening 27 is formed on the inner peripheral side. An inner peripheral opening 32 opened to the side is formed. The outer peripheral opening portion 27 is surrounded and formed by a small-diameter side wall portion 27d, a large-diameter side wall portion 27c, and stepped bottom wall portions 27e and 27f. The outer peripheral opening 27 also serves as a part of the cylinder member 48. Specifically, the cylinder member 48 includes an outer peripheral opening 27 and a fixing member 54 described later. The large-diameter side engagement portion 26a on the inner peripheral surface of the distal end portion on the input shaft side of the large-diameter side wall portion 27c is engaged with the plurality of annular separator plates 43 that are restricted from rotating and movable in the rotational axis direction. Yes.

  A plurality of separate plates 43 and a plurality of friction plates 42 engaged with a small-diameter side engaging portion 41d formed on the outer peripheral portion of the annular portion 41c of the input shaft 41 are arranged so as to be able to contact and separate alternately. . When the separation plate 43 is pressed toward the rotation axis direction input shaft side in the state where the friction plates 42 and the separation plates 43 are alternately arranged, the separation plate 43 moves in the axial direction. As a result, the friction plates 42a attached to both surfaces of the friction plates 42 and the separate plates 43 are pressed and engaged with each other, the input shaft 41 and the output shaft 26 are rotationally connected, and the output shaft 11 of the engine 10 is connected. And the input shaft of the automatic transmission 5 rotate together.

  An inner peripheral opening 32 formed on the radially inner peripheral side of the output shaft 26 includes a fixed portion 32b that is spline-coupled to the center piece 16 that is an input shaft of the torque converter 2 and is integrally input, and an input of the fixed portion 32b. And a connecting portion 32a extending in the outer peripheral direction from the end portion on the shaft side. At this time, the surface on the input shaft side of the connecting portion 32a and the wall surface 38 on the output shaft side of the annular portion 41c of the input shaft 41 are arranged to face each other with a narrow predetermined gap.

  An annular protrusion 63 projects from the rear side wall 3a of the case 3 in a space surrounded by the inner peripheral opening 32 and the small-diameter side wall 27d of the outer peripheral opening 27 and opened to the automatic transmission 5 side. Has been. The inner peripheral surface of the small-diameter side wall 27d of the outer peripheral opening 27 is fitted to the outer peripheral surface 63b of the protrusion 63, and a ball is interposed between the inner peripheral surface 63a of the protrusion 63 and the fixed portion 32b of the inner peripheral opening 32. The bearing 64 is interposed so that the protrusion 63 and the inner peripheral opening 32 can smoothly rotate relative to each other.

  As described above, the rear side wall 3a and the protrusion 63 have conduits 65a, 65b, 65c, and 65d that are connected to connect the electromagnetic switching valve 50 and the hydraulic chamber 46, respectively. . The pipe 65a is a connection pipe on the electromagnetic switching valve 50 side, and the pipe 65d is a connection pipe on the hydraulic chamber 46 side. The pipe 65 d is connected to an oil passage 66 formed on the entire outer peripheral surface 63 b of the protrusion 63. The oil passage 66 is connected to the hydraulic chamber 46 through an inflow port 61 (described later) provided in the small-diameter side wall portion 27 d of the outer peripheral opening 27, and allows oil to be supplied to and discharged from the hydraulic chamber 46. Grooves are formed on both sides of the oil passage 66 in the rotation axis direction, and resin annular rings 67 and 68 are provided in the grooves to control leakage of oil from the oil passage 66. The annular rings 67 and 68 are designed to allow a predetermined amount of oil to leak because a part of the oil in the oil passage 66 is supplied as a lubricating oil to a bearing or the like in the internal space of the inner peripheral opening 32. . When the oil (lubricating oil) supplied into the inner space of the inner peripheral opening 32 is filled in the inner space, the oil is allowed to flow out from the oil hole 35 of the connecting portion 32a and is opposed to the annular portion with a predetermined gap. It is supplied to the wall surface 38 of 41c. A plurality of (three in the present embodiment) oil holes 35 are provided on the same circumference around the rotation axis of the connecting portion 32a. The oil holes 35 are not limited to three locations, and may be provided at four or more locations, or may be one or two locations.

  The piston member 44 is accommodated in the cylinder member 48 described above. The piston member 44 is formed in a substantially disc shape, and a through hole 44b is formed in the center thereof. The piston member 44 is provided on the outer peripheral surface of the small-diameter side wall portion 27d of the outer peripheral opening 27 that also serves as the cylinder member 48 on the piston member 44 side. It is mounted so as to be movable in the axial direction via an O-ring made of rubber or the like. On the output shaft side of the piston member 44, the wall thickness on the side of the through hole 44 b, which is the inner diameter portion, is thick in the axial section, and the wall thickness gradually decreases toward the outer peripheral side of the piston member 44. In addition, the input side of the piston member 44 has a pressure receiving surface 44c that is a plane orthogonal to the axis of the input shaft 41 (see FIG. 3). The piston member 44 has a pressing portion 44a that protrudes toward the axial input shaft side on the outer peripheral side of the pressure receiving surface 44c. The pressing portion 44a is provided in an annular shape, and an annular inner peripheral surface of the pressing portion 44a is for fitting with an outer peripheral surface 54a of a fixing member 54 described later so that the piston member 44 can slide in the axial direction. A sliding surface 44d is formed. The outermost peripheral surface of the piston member 44 is engaged with the inner peripheral surface of the large-diameter side wall portion 27c of the outer peripheral opening 27 (cylinder member 48) so as to be movable in the axial direction.

  The fixing member 54 constitutes a part of the cylinder member 48 and is mounted on the outer peripheral surface of the small-diameter side wall portion 27d of the outer peripheral opening 27 that also serves as a part of the cylinder member 48, and is fixed integrally with the small-diameter side wall portion 27d. . The cylinder portion 49 of the cylinder member 48 is constituted by the opposed surface of the fixing member 54 configured as described above to the piston member 44, the outer peripheral surface 54 a of the fixing member 54, and the outer peripheral surface of the small-diameter side wall portion 27 d of the outer peripheral opening 27. Is formed.

  The fixing member 54 is formed in a substantially annular shape, and has an outer peripheral surface 54a, an inner peripheral surface 54b, an input shaft side plane 54c, and an output shaft side plane 54d. A fixing ring 47 such as a C ring is fitted on the input shaft side of the fixing member 54 on the outer peripheral surface of the small-diameter side wall 27d, thereby restricting the movement of the fixing member 54 in the input shaft side direction. .

  For example, a rubber O-ring is disposed on the inner peripheral surface 54 b of the fixing member 54 to seal the hydraulic chamber 46 in a liquid-tight manner. An outer peripheral surface 54 a of the fixing member 54 is fitted to a sliding surface 44 d that is an inner peripheral surface of the pressing portion 44 a of the piston member 44. A rubber O-ring, for example, is also disposed on the outer peripheral surface 54a of the fixing member 54 to seal the hydraulic chamber 46 in a liquid-tight manner. 2 and 3 of the fixing member 54, the operation of the electric oil pump 60 is stopped to engage the clutch device 40, and the oil in the hydraulic chamber 46 is discharged from the inflow port 61, so that the hydraulic pressure is lowered. In this case, a check ball type on-off valve 52 is provided for discharging oil remaining in the hydraulic chamber 46.

  The on-off valve 52 is fitted into a through-hole penetrating the fixing member 54. The on-off valve 52 has a ball 52a and a case 52b. The ball 52a is a metal ball, such as stainless steel, which is generally used for a check valve and has a high sphericity, and is accommodated in a space 52c in the case 52b.

  When the clutch device 40 is disengaged, hydraulic pressure is supplied into the hydraulic chamber 46. As a result, hydraulic pressure is applied to the ball 52a, and the ball 52a is pressed against the seal portion 57 of the case 52b to seal the hydraulic pressure in the hydraulic chamber 46.

  Further, when the clutch device 40 is engaged, the oil (hydraulic pressure) in the hydraulic chamber 46 is discharged through the inflow port 61 and the pressure in the hydraulic chamber 46 decreases. Then, the ball 52 a is urged toward the outer periphery of the output shaft 26 by the centrifugal force received by the ball 52 a itself, rolls on the tapered surface continuously formed from the seal portion 57, and moves to the outer peripheral side of the output shaft 26. As a result, the ball 52 a is separated from the seal portion 57, opens the seal portion 57, and discharges residual oil in the hydraulic chamber 46 into the case 3.

  The hydraulic chamber 46 is surrounded and formed by the output shaft side flat surface 54d of the fixed member 54, the pressure receiving surface 44c of the piston member 44, the sliding surface 44d of the pressing portion 44a, and the outer peripheral surface of the small-diameter side wall portion 27d of the outer peripheral opening 27. Has been. The hydraulic chamber 46 has an inflow port (inlet) 61 that communicates with the electric oil pump 60 and the reservoir 72 through the electromagnetic switching valve 50, the pipes 65a, 65b, 65c, 65d, and the oil path 66 as described above. The inflow port 61 is connected to the small-diameter side wall portion 27 d of the outer peripheral opening 27. The inflow ports 61 are provided at, for example, three locations on the circumference of the small-diameter side wall portion 27d. However, the number of inflow ports 61 is not limited to three, and should be determined in consideration of the magnitude of the hydraulic pressure supplied to the hydraulic chamber 46 and the discharge capacity when oil is discharged from the hydraulic chamber 46. It may be determined by.

  The side for supplying oil (hydraulic pressure) to the hydraulic chamber 46 (P1 side) and the side for extracting oil (hydraulic pressure) from the hydraulic chamber 46 (P2 side) are switched by operating the electromagnetic switching valve 50, and are switched to the P2 side. By being switched, the hydraulic chamber 46 communicates with the atmosphere via the inflow port 61.

  As shown in FIGS. 2 and 3, the coil spring 45 that is an elastic member is contracted between the piston member 44 and the bottom wall portion 27 f of the outer peripheral opening 27 (cylinder member 48). In this embodiment, ten coil springs 45 are arranged at equal intervals on the same radius in the rotation axis of the piston member 44, urge the piston member 44 toward the input shaft side, and friction is caused by the pressing portion 44 a of the piston member 44. The plate 42 and the separate plate 43 are pressed and pressed with a predetermined load. A cylindrical hole having a diameter slightly larger than the outer diameter of the coil spring 45 is formed in the surface on the output shaft side of the piston member 44 where the coil spring 45 is disposed so that each of the ten coil springs 45 is disposed. Each coil spring 45 is engaged with the cylindrical hole. In the present embodiment, ten coil springs 45 are arranged. However, the present invention is not limited thereto, and an urging force capable of pressing and engaging the friction plate 42 and the separate plate 43 can be applied, and the pressing portion 44a presses the friction plate 42 and the separate plate 43 evenly over the entire circumference. If possible, any number of coil springs may be arranged.

  Next, the electric motor 20 which is a rotating electrical machine will be described with reference to FIG. The electric motor 20 composed of a three-phase AC motor or the like is disposed on the outer peripheral side of the outer peripheral opening 27 of the output shaft 26. The electric motor 20 is wound around a cylindrical rotor 21, a stator 22 formed by stacking silicon steel plates (not shown) arranged opposite to the outer periphery in the radial direction of the rotor 21, and a protruding portion of the stator 22. And a coil 23. The rotor 21 is configured to be rotatable with respect to the stator 22 by generating a magnetic repulsive force or attractive force with the stator 22.

  The outer side of the stator 22 is fixed to the inner peripheral surface of the outer peripheral wall 3 c of the case 3. In the rotor 21, the plate member 24 extends from the end surface on the output shaft side to the inner peripheral side in the radial direction, and is fixed to the output shaft side surface of the bottom wall portion 27 e of the output shaft 26 with bolts. Thereby, only the rotor 21 of the electric motor 20 is rotated integrally with the output shaft 26. Further, the coil 23 is electrically connected to the controller 70, and the controller 70 is based on signals from sensors (vehicle speed sensor, throttle opening sensor, shift position sensor, etc.) that are not shown for detecting various states. The energization amount to the coil 23 or the non-energization of the coil 23 is controlled.

  Next, the operation of the vehicle drive device 1 will be described. Now, when the vehicle is in a stopped state, the engine 10 is started when an ignition switch (not shown) is turned on and the driver steps on the accelerator pedal (at the time of low throttle opening). That is, when the accelerator pedal is depressed to start the vehicle and the throttle is opened more than a certain degree of opening, the fuel injection device is activated, the ignition plug is ignited, and the starter motor (not shown) fixed to the case 3 The output shaft is driven. A ring gear (not shown) on the outer periphery of a flywheel (not shown) meshing with the output shaft of the starter motor is rotated together with the flywheel and the output shaft 11 to start the engine 10. However, when such an accelerator pedal is depressed, the engine 10 is not started, but the engine 10 may be started when the ignition switch is turned on.

  At the same time, a current flows from a battery (not shown) to the electric motor 20, and the electric motor 20 functions as a drive motor. At this time, the clutch device 40 is engaged, whereby the driving forces of both the engine 10 and the electric motor 20 are added and transmitted to the torque converter 2 via the output shaft 26. Then, the torque is increased at a predetermined torque ratio by the torque converter 2 and then transmitted to the input shaft of the automatic transmission 5 so that the vehicle travels.

  When the vehicle is in a high-speed running state, the electric motor 20 is operated without load (the motor output is controlled so as to cancel the torque generated by the counter electromotive force generated in the motor), and the electric motor 20 is idled. Thus, the vehicle travels solely by the driving force of the engine 10 while the clutch device 40 remains engaged.

  Further, when the vehicle is decelerated, the clutch device 40 is disengaged and the engine 10 is disconnected, and the regenerative power is efficiently recovered by the electric motor 20 in a state where the influence of deceleration due to engine braking of the engine 10 is eliminated. doing.

  Next, the behavior of oil in each operation state of the clutch device 40 in each operation state of the vehicle drive device 1 described above will be described. First, traveling at the time of vehicle deceleration in which the engagement of the clutch device 40 is released and the connection is disconnected will be described.

  First, in order to release the engagement of the clutch device 40, the P2 side circuit of the electromagnetic switching valve 50 connected to the hydraulic chamber 46 by driving the electromagnetic switching valve 50 is switched to the P1 side circuit. Then, the electric oil pump 60 is driven, and the controller 70 supplies a hydraulic pressure of a predetermined pressure into the hydraulic chamber 46 via the electromagnetic switching valve 50 and the inflow port 61. The hydraulic pressure supplied to the hydraulic chamber 46 acts on the pressure receiving surface 44c of the piston member 44 to urge the piston member 44 to start moving toward the output shaft side. When the pressure in the hydraulic chamber 46 further rises, the piston member 44 moves toward the output shaft side against the spring force of the coil spring 45, and eventually the friction plate 42 and the separate plate 43 of the clutch device 40 move from the piston member 44 to the piston member 44. The pressing portion 44a is separated and the engagement between the friction plate 42 and the separate plate 43 is released.

  At this time, the pressure in the oil passage 66 also rises, so that the oil in the oil passage 66 leaks by a predetermined amount into the internal space of the inner peripheral opening 32 beyond the annular rings 67 and 68 provided on both sides. It is supplied as lubricating oil and eventually flows out (supplied) from the oil hole 35 of the connecting portion 32a (refer to the arrow on the right side of the solid arrow indicating the lubricating oil path in FIG. 3). An annular portion 41c of the input shaft 41 is opposed to the input shaft side of the connecting portion 32a through a narrow space. Therefore, the oil (lubricating oil) flowing out (supplied) from the oil hole 35 effectively adheres to the wall surface 38 of the annular portion 41c. At this time, since the annular portion 41c rotates together with the input shaft 41, the oil adhering to the wall surface 38 is caused to flow along the wall surface 38 toward the radially outer peripheral side of the annular portion 41c by centrifugal force. And the oil is dammed and retained on the inner peripheral surface of the annular projection 33 provided at the outer edge of the through hole 31 provided at a position farther away from the rotation axis than the oil hole 35, and a part of the overflow The oil passes over the protrusion 33 and further flows away from the rotation axis to the outer peripheral side in the radial direction. Part of the oil staying in the annular protrusion 33 enters and is divided into three through holes 31 provided along the inner peripheral surface of the protrusion 33, passes through the through holes 31, and is opposite to the wall surface 38. To the wall surface 39 of The oil that has reached the wall surface 39 receives centrifugal force and flows on the wall surface 39 to the outer periphery in the radial direction of the annular portion 41c.

  The oil thus divided into the wall surface 38 and the wall surface 39 moves along the wall surfaces 38 and 39 toward the outer peripheral side in the radial direction, and eventually each supply provided in the small-diameter side engaging portion 41d of the outer peripheral portion. It passes through the hole 36 and reaches the friction plate 42. As a result, the surfaces of all the friction plates 42 engaged with the small-diameter side engaging portion 41d are uniformly covered with oil, and the heat is taken away to effectively cool the surfaces. Further, the oil that has flowed to the outer periphery in the radial direction on the friction plate 42 by centrifugal force reaches the separation plate 43 and adheres uniformly to the surface of the separation plate 43 to effectively cool the separation plate 43.

  In fact, as indicated by the solid line arrow on the left side of FIG. 3 showing the lubricating oil path, the lubricating oil is stored in the case 3 and the case 6 forming the reservoir 72 in the above-described state. The lubricating oil is scraped up by the rotation of the input shaft 41, the annular portion 41c, etc., and adheres to the wall surface 39 by a predetermined amount. However, in practice, the amount attached to the wall surface 39 by scraping is not sufficient to cool the friction plate 42 and the separate plate 43. Therefore, in the present invention, the oil is divided from the wall surface 38 toward the wall surface 39 through the through hole 31, and the total amount of the divided oil and the oil attached to the wall surface 39 by the scraping is the wall surface 39 side. This is a necessary amount for cooling the friction plate 42 and the separate plate 43.

  Next, for example, a case will be described in which the vehicle 10 shifts to a traveling state by adding the driving force of the engine 10 and the driving force of the electric motor 20 at the time of starting the vehicle and during normal traveling. At this time, the clutch device 40 is engaged and the input shaft 41 and the output shaft 26 are connected again. Therefore, the P1 side connected to the hydraulic chamber 46 by driving the electromagnetic switching valve 50 is switched to the P2 side directly connected to the reservoir 72. As a result, the pressure in the hydraulic chamber 46 is reduced to atmospheric pressure. The piston member 44 is pushed by the bias of the coil spring 45 biased in the input shaft direction, and most of the oil in the hydraulic chamber 46 is forcibly pushed out to the reservoir 72 via the inflow port 61 and discharged. The The oil remaining in the hydraulic chamber 46 is discharged from the on-off valve 52 by the above-described action. The coil spring 45 further pushes the piston member 44 toward the input shaft, presses the separate plate 43 by the pressing portion 44a of the piston member 44, and causes the separate plate 43 and the friction plate 42 to engage with each other. 40 is in an engaged state.

  At this time, since the supply of oil pressure to the hydraulic chamber 46 is stopped, the outflow (supply) of oil from the oil hole 35 is also stopped. However, since it takes a very short time until the clutch device 40 is engaged after the oil outflow from the oil hole 35 stops, the oil supplied up to now is still not supplied to the friction plate 42 and the separate plate 43. It remains attached. As a result, when the friction plate 42 and the separate plate 43 are engaged with each other, the remaining oil is appropriately lubricated to suppress heat generation, and there is no possibility that the friction plate 42 and the separate plate 43 become hot due to friction.

  As is clear from the above description, in the present embodiment, the clutch device 40 is configured as a clutch device for a hybrid vehicle. The hybrid vehicle engages the clutch device 40 when a large driving force is required, and uses the engine 10 and the electric motor 20 as drive sources simultaneously, or releases the clutch device 40 and decouples the engine 10 when decelerating. 20 can generate power efficiently. Since the present invention is applied to a hybrid vehicle that frequently engages and disengages the clutch device 40, a great effect is obtained.

  In the present embodiment, in order to flow out (supply) oil toward the annular portion 41c formed on the input shaft 41 as the other shaft with which the friction plate 42 (second clutch plate) is engaged, An oil hole 35 formed in the output shaft 26 as one shaft with which the separate plate 43 (first clutch plate) is engaged is used to separate or engage the separate plate 43 and the friction plate 42. 46 is formed in communication with an oil passage 66 that allows oil to be supplied and discharged. As a result, when oil is supplied to the hydraulic chamber 46 and the engagement between the separation plate 43 and the friction plate 42 is released, the oil is supplied from the oil hole 35 toward the wall surface 38 (side surface) of the annular portion 41c. The oil supplied to the wall surface 38 of the annular portion 41c is caused to flow toward the outer periphery in the radial direction on the wall surface (side surface) by centrifugal force generated as the engine rotates, and separates the friction plate 42 and the outer peripheral portion of the friction plate 42. It reaches between the plates 43. A part of the oil that has flowed on the side surface toward the outer periphery in the radial direction reaches the opening of the through hole 31 provided in the annular portion 41c. Part of the oil that has reached the opening of the through hole 31 is diverted, enters the through hole 31, passes through the annular portion 41c, and reaches the wall surface 39 that is the opposite side surface. The oil that has reached the wall surface 39 is caused to flow radially outward by the centrifugal force on the wall surface 39 of the rotating annular portion 41c, and eventually reaches between the friction plate 42 and the separate plate 43 that is the outer periphery of the friction plate 42. In this way, by supplying the oil flowing out from the oil hole 35 from both side surfaces of the annular portion 41c, the oil is uniformly supplied to the friction plate 42 and the separate plate 43 that are aligned and aligned in the rotation axis direction. Can be made. As a result, the heat accumulated in the friction plate 42 and the separate plate 43 that are disengaged can be effectively removed and cooled by the oil.

  Further, when the largest frictional heat is generated between the friction plate 42 and the separate plate 43, it is the moment of engagement. At this time, the supply of oil to the hydraulic chamber 46 and the supply of oil to the oil hole 35 are stopped. However, since it is a very short time from when the oil supply to the oil hole 35 is stopped until the friction plate 42 and the separate plate 43 are engaged, in the disengaged state, the friction plate 42 and the separate plate are separated. Lubrication is sufficiently performed by the residual oil supplied to the plate 43, and generation of frictional heat can be effectively suppressed. With such a configuration, it is possible to lubricate the friction plate 42 and the separate plate 43 to suppress heat generation and reduce cooling with little rotational energy loss.

  In the present embodiment, the protrusion 33 of the through hole 31 provided in the annular portion 41c is formed in an annular shape around the rotation axis. By adopting such a configuration, the protrusion 33 can be easily punched, and thus can be manufactured at low cost, contributing to cost reduction.

  In the present embodiment, the first clutch plate is a separate plate 43 engaged with the output shaft 26 as one shaft, and the second clutch plate is engaged with the input shaft 41 as the other shaft. This is a friction plate 42. Thus, since the separate plate 43 is engaged with the same output shaft 26 side as the piston member 44 provided with the press part 44a for pressing the separate plate 43, the separate plate 43 and the piston member 44 (press part 44a) are engaged. The structure between the two can be made simple and low cost.

  In addition, the protrusion 33 for retaining the lubricating oil in the present embodiment was continuously formed in an annular shape. However, the present invention is not limited to this, and a protrusion may be formed corresponding to each of the through holes 31 with a width approximately equal to the diameter of the through hole 31, and the protrusion may be disposed only on the outer peripheral edge of the through hole 31. The protrusions are formed with a predetermined arc length larger than the diameter of the through-hole 31, and a plurality of the protrusions are intermittently arranged on the circumference. Also good. A corresponding effect can be expected also by these. Moreover, it is good also as a structure only of the through-hole 31 without providing the protrusion 33, and a predetermined effect is expectable also by this.

  Further, the present invention is not limited to a hybrid vehicle, and may include a single drive source connected to the input shaft, and the drive force of the drive source may be simply connected and separated by the clutch device 40 according to the present invention. A corresponding effect can be expected also by this.

  In the present embodiment, the output shaft 26 is one shaft, and a separate plate 43 serving as a first clutch plate is engaged with the output shaft 26. The input shaft 41 is the other shaft, and a friction plate 42 as a second clutch plate is engaged with the input shaft 41. However, the present invention is not limited to this. The input shaft 41 is used as one shaft, the input shaft 41 is engaged with a separate plate 43 as a first clutch plate, the output shaft 26 is used as the other shaft, and the output shaft 26 is used as a second clutch plate. The friction plate 42 may be engaged. As a result, the configuration of the pressing portion 44a of the piston member 44 on the output shaft 26 side for pressing the separate plate 43 on the input shaft 41 side is slightly complicated, but the same effect can be obtained except for that point.

  Moreover, it is good also as a structure which reverses the input shaft 41 and the output shaft 26 in this embodiment. In other words, the engine may be connected to the output shaft 26 in this embodiment to form a new input shaft, and the input shaft 41 may be configured to rotate integrally with the rotor of the electric motor as the new output shaft. This also provides the same effect.

  In addition to the planetary gear transmission generally used as a transmission, the transmission in the present embodiment is a continuously variable transmission or a synchronous mesh gear transmission generally used in a manual transmission. May be.

  Moreover, although the coil spring 45 is applied as an elastic member in this embodiment, you may comprise by not only this but a leaf | plate spring. Further, rubber or gas may be used.

  In the present embodiment, oil is supplied only to the hydraulic chamber 46. However, the present invention is not limited to this configuration, and a canceller chamber that cancels the urging force of the hydraulic chamber 46 by supplying oil between the piston member 44 and the cylinder member 48 is provided. The present invention can also be applied to a type of clutch device that performs a quicker engagement operation using the hydraulic pressure generated at the same time.

  Furthermore, the hybrid vehicle drive device 1 is not limited to the above-described usage mode, but is used in other usage modes such as when the vehicle is started and the clutch device 40 is disengaged and driven only by the electric motor 20. Of course, the clutch device 40 may be engaged and disengaged appropriately according to the driving situation after the vehicle starts.

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive device, 2 ... Torque converter, 3 ... Case, 5 ... Automatic transmission, 6 ... Front case, 10 ... Engine, 11 ... Output shaft, 16 ... Centerpiece, 20 ... Rotary electric machine (electric motor), 21 ... Rotor, 22 ... Stator, 23 ... Coil, 26 ... Output shaft, 31 ... Through-hole, 33 ... Projection, 35 ... Oil hole, 36 ... Supply hole, 38, 39 ... Wall surface, 40 ... Clutch device, 41 ... Input shaft, 42 ... Second clutch Plate (friction plate), 43 ... first clutch plate (separate plate), 44 ... piston member, 44a ... pressing part, 44c ... pressure receiving surface, 45 ... elastic member (coil spring) 46 ... hydraulic chamber, 48 ... cylinder member, 52. - off valve 54 ... fixing member, 60 ... electric oil pump, 61 ... inlet port.

Claims (5)

An input shaft rotatably connected to a drive source;
An output shaft disposed on the same rotational axis as the input shaft;
A case in which the input shaft and the output shaft are rotatably supported via a bearing on the rotation axis;
A plurality of first clutch plates movably engaged with one of the input shaft and the output shaft in the rotational axis direction;
A plurality of second clutch plates that are arranged so as to be alternately contactable and disengageable with the plurality of first clutch plates, and are engaged with the other of the input shaft and the output shaft so as to be movable in the rotational axis direction;
A pressing member that is slidably fitted in a cylinder portion of a cylinder member formed integrally with one of the input shaft and the output shaft so as to be slidable in the rotation axis direction and presses the first clutch plate and the second clutch plate. A piston member having a portion;
The piston member is disposed between the piston member and the cylinder member, urges the piston member toward the first clutch plate and the second clutch plate, and presses the first clutch plate and the second clutch plate by the pressing portion. An elastic member,
A hydraulic chamber defined between the piston member and the cylinder portion, wherein the piston member resists the biasing force of the elastic member by the pressure of oil supplied into the hydraulic chamber; Separating from the first clutch plate and the second clutch plate;
An annular portion formed on the other of the input shaft and the output shaft;
An oil hole that is formed on one of the input shaft and the output shaft and that allows the oil supplied to and discharged from the hydraulic chamber through an oil passage to flow out to the annular portion. When,
A through-hole formed in the annular portion that is further away from the rotation axis than the oil hole along the direction of the rotation axis, and communicates with the oil hole;
A supply hole formed in the other of the input shaft and the output shaft so as to extend along a direction away from the rotation axis, and passes through the through hole from the oil hole and is divided by the annular portion. The applied oil is supplied to the second clutch plate;
A vehicle clutch device characterized by comprising:   The vehicular clutch device according to claim 1, wherein a projecting portion that extends along the direction of the rotation axis is provided at a portion of the annular portion to which the oil is diverted.   The vehicle clutch device according to claim 2, wherein the protrusion is formed in an annular shape around the rotation axis. In any one of Claims 1 thru | or 3,
The first clutch plate is a separate plate engaged with the output shaft;
The vehicular clutch device, wherein the second clutch plate is a friction plate engaged with the input shaft. In any one of Claims 1 thru | or 4,
A rotating electric machine is mounted in the case,
The rotating electrical machine has a stator attached to the case;
A rotor that is provided opposite to the stator in the radial direction, and that is rotatable with respect to the stator by generating a magnetic repulsive force or attractive force with the stator;
Have
An engine is attached as the drive source connected to the input shaft, and the output shaft is integrally connected to the rotor.

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