JPH06159387A - Clutch magnification device - Google Patents

Abstract

PURPOSE:To lighten the stepping force of a clutch pedal and also to make the clutch pedal unnecessary by conducting control by means of a computer in combination with an accumulator and in addition realize utilization for a 100% efficient automatic transmission. CONSTITUTION:A clutch disk is joined by means of a spline 11 to the carrier 12 of a planetary gear which makes a flywheel 5 an internal gear and makes a clutch shaft 15 a sun gear and makes a planetary pinion 3 mesh at the middle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch booster mainly incorporated in an automobile clutch for reducing the pedal effort of a clutch pedal required for clutch engagement and disengagement.

[0002]

2. Description of the Related Art Modern automobile clutches can be roughly classified into three types. There are wet and dry friction clutches, mainstream torque converters for passenger cars, and a minority of electric clutches.

[0003]

In recent years, the number of vehicles equipped with a torque converter, which is easy to handle, has been increasing especially in passenger cars in Japan. However, the structure of the automatic transmission associated with the torque converter is complicated, and slippage of the vehicle is reduced. Therefore, there is a drawback that the transmission efficiency does not reach 100%.

In this respect, the friction clutch has a simple structure of the transmission combined with it, and the efficiency is 100%. However, the driver must always depress the clutch pedal while measuring the timing every time the gear is changed. I have to.

The pedaling force required at that time is generally 8 to 15 kgf for passenger cars and 15 to 20 kgf for trucks. Although an accumulator is used to automate this, automation of the friction clutch is not yet widespread due to its heavy weight.

The problem to be solved by the present invention is to provide a clutch booster which is mainly used for a friction clutch for automobiles and which can transmit the driving force of the engine to the transmission with a weaker force. .

[0007]

The clutch booster according to the present invention solves the above problems and is as follows.

The conventional clutch meshes with the clutch shaft directly connected to the transmission, and the clutch disc rotating in the same way is directly pressed against the rotating flywheel by a spring to transmit the driving force of the engine to the transmission. In the invention, a planetary gear or a differential gear is arranged between the clutch disc and the clutch shaft.

In the case of a planetary gear, the flywheel is deformed, the gear is cut inward and used as an internal gear, and the clutch shaft is also cut and used as a sun gear.

Planetary Pinion is an internal
It is engaged between the gear and the sun gear, but the planetary carrier of its axis is cut with a spline, and the clutch disc is connected to this.

In the case of the differential gear, one side gear is connected to the flywheel mounting flange of the engine by a spline, and the other side gear is connected to the clutch shaft. Make the same rotation as.

The differential pinion is arranged in the middle of the both side gears, and rotates by meshing with the both side gears about the pinion shaft. Pinion
The shaft is supported by a differential case. The differential case is splined and has a clutch disc attached to it.

As described above, one of the planetary gear and the differential gear having three types of rotation characteristics is arranged inside the clutch, and one gear is on the driving side (flywheel or its mounting flange) and the other is on the driven side. Engage with (clutch shaft) and clutch the other one
Coupling with the disc imparts intermediate rotation to the clutch disc. That is, when the clutch is disengaged, the clutch disc is kept rotating even if the clutch shaft is stopped.

Instead of suddenly pressing the stationary clutch disc against the rotating flywheel as before, the already rotating clutch disc is synchronized with the flywheel. That is, it is an object of the present invention to reduce the difference in rotation.

Even if the weight of the vehicle does not change, the rotation of the engine is divided into two to reduce the force applied to the clutch and reduce the load on the clutch spring. It goes without saying that the difference in rotation will be smaller and the connection will be smoother.

[0016]

[Operation] The engine rotation is not transmitted to the clutch shaft when the clutch is disengaged. When the car is stopped, the clutch and disc directly connected to the clutch shaft will also stop rotating with the conventional clutch,
In the clutch booster of the present invention, the clutch disc is rotating at this time.

When the planetary gear is used, the clutch disk is connected to the planetary carrier and therefore rotates in the same rotation as the carrier, that is, in the same rotation as the revolution of the planetary pinion.

On the other hand, in the case of using a differential gear, the clutch disc is similarly a differential gear.
Since it is connected to the case, it rotates in the same way as the differential case, that is, it rotates in the same way as the revolution of the differential pinion.

When the clutch pedal is released when connecting the clutch, the pressure plate presses the clutch disc against the flywheel by the force of the clutch spring, and the driving force is transmitted. In that respect, the clutch booster of the present invention is exactly the same, but at this time, in the case of using the planetary gear, the driving force of the engine is from the flywheel to the clutch disk, the planetary carrier, the planetary pinion, the clutch shaft. On the other hand, the rotation of the planetary pinion is braked by the pressure plate, so there are two types of transmission paths directly from the flywheel to the planetary pinion and the clutch shaft.

Similarly in the case of using the differential gear, the driving force of the engine when the clutch is connected is the flywheel, the clutch disc, and the differential gear.
While transmitted to the case, differential pinion and clutch shaft, the pressure plate causes the clutch disc to rotate the same as the flywheel, so the differential case also rotates in the same way as the flywheel, that is, the rotation of the differential pinion. Since it is stopped, the engine drive force has two types of paths: flywheel, side gear, differential pinion, side gear, clutch shaft.

As described above, in the clutch booster of the present invention, when the clutch is disengaged, the clutch / disc is rotated to reduce the rotational difference between the drive side and the disc. By doubling the two types, the force of the clutch spring can be made smaller.

[0022]

[First Embodiment] A first embodiment will be described with reference to the drawings. FIG. 1 shows an example in which a planetary gear is incorporated in a dry clutch, but the clutch booster of the present invention is mounted on an engine flywheel (not shown). The flywheels 5 and 27 and the clutch cover 9 are attached to the flange 2 and rotate integrally.

The pressure plates 8 and 22, the diaphragm, and the spring 1 are provided on the inner side like a normal clutch.
0, 19, release bearing 17, etc. are assembled. The clutch shaft 15, which is supported by a pilot bearing 1 provided at the center of a flywheel mounting flange 2 and a bearing of a transmission (not shown), rotates integrally with a drive gear of the transmission.

Unlike normal clutches, the clutch plates 7, 24 are connected to the planetary carriers 12, 18 by splines 11, 20, and the flywheels 5, 27 and the pressure plates 8, 22, Between the flywheels 5, 2 due to the frictional force
The rotation of 7 is transmitted to the transmission (not shown) through the planetary carriers 12 and 18, the planetary pinions 3 and 28, and the clutch shaft 15.

The planetary carriers 12, 18 are the center of rotation of the planetary and pinion 3, 28 and rotate about the clutch shaft 15, but are supported by bearings 4, 14, 16, 26. Although not shown, it is assumed that it is sealed.

The planetary gear is the clutch shaft 1.
Planetary pinion 3, 2 with 5 as sun gear
8 is supported by planetary carriers 12 and 18 and meshes with each other, and flywheels 5 and 27 are meshed on the outer periphery thereof as internal gears. That is, the pinions 3 and 28 revolve around the clutch shaft 15 while rotating around the carriers 12 and 18 as axes.

The upper half of FIG. 1 shows the release bearing 1
3 is pushed to the left side, that is, the flywheel 5 side, and shows the state where the clutch is disengaged. The release bearing 13 is the diaphragm spring 10,
When the lever is pressed, the pressure plate 8 is pulled away from the clutch plate 7 by the action of the lever, and a gap is created in each friction surface of the flywheel 5, the clutch plate 7, and the pressure plate 8, so that power is transmitted to the clutch. Although not transmitted to the shaft 15, at this time, the planetary pinion 3 is engaged between the flywheel 5 and the clutch shaft 15, so that the clutch plate 7 is stationary even if the clutch shaft 15 is stationary. Even continue to rotate.

This will be described with reference to FIG. 3. Even if the clutch shaft 63 is stationary, the planetary pinion 6
2 moves in the moving direction of the flywheel 60 while rotating about the carrier 59 as an axis, but the speed of the carrier 59 at this time becomes slower than the speed of the flywheel 60. (It depends on the gear ratio.)

Next, as shown in the lower half of FIG. 1, the release bearing 17 has moved to the right side, that is, to the transmission side (not shown). Diaphragm
The spring 19, pushes the pressure plate 22, the clutch plate 24, the flywheel 27,
It transmits power by being crimped to the clutch plate 24, but the clutch plate 24, not the clutch shaft 15 as usual, but the spline 20, instead of the planetary carrier 1.
8, the driving force of the flywheel 27 is clutch plate 24, planetary carrier 1
8, through the pinion 28, the clutch shaft 15,
Is transmitted to.

At the same time, since the planetary pinion 28 and the clutch plate 24 are fixed to the flywheel 27, the rotation of the planetary pinion 28 is braked, and the driving force of the flywheel 27 is directly from the planetary pinion 28. -It is also transmitted to the shaft 15.

This will be described with reference to FIG. 3. The movement of the carrier 59 is fixed to the flywheel 60. At the same time, the planetary pinion 62 becomes the same as when the rotation of the planetary pinion 62 was braked and then stopped. Then, since the gears are engaged with each other, the movement of the clutch shaft 63 is also fixed to the flywheel 60, and the driving force is transmitted to the transmission.

[0032]

[Embodiment 2] Embodiment 2 shown in FIG. 2 is an example in which a differential and a gear are incorporated in a dry clutch. Unlike the first embodiment, the clutch plates 37 and 53 are provided with the differential cases 34 and 48, and the spline 4 is provided.
The flywheels 33, 5 are connected by 1, 49.
6, and the pressure plates 38, 51 are sandwiched between the flywheels 33, 56, and the rotation of the flywheels 33, 56 is shown through the differential pinions 35, 55, the side gears 44, and the clutch shaft 45. Not acting to transmit to the transmission.

The differential gear has one side gear 32, coupled by a spline 29, to an engine flywheel mounting flange 30, not shown, which always rotates with the engine.

The other side gear 44 is attached to the clutch shaft 45 and rotates in the same manner as the clutch shaft.

The differential pinions 35, 55 are attached to the differential cases 34, 48, and revolve with the differential case while rotating between both side gears about a pinion shaft 58 as an axis. . It is assumed that the differential case is supported by bearings 31, 42, 47, 57 and is sealed although not shown.

The upper half of FIG. 2 shows the release bearing 4
3 is pushed to the left side, that is, the flywheel 33, side, and the clutch is disengaged. Release bearing 43 is diaphragm spring 4
Press 0, and leverage the pressure plate 38,
Is separated from the clutch plate 37, and a clearance is formed in each friction surface of the flywheel 33, the clutch plate 37, and the pressure plate 38, so that the driving force is not transmitted to the clutch shaft 45. Since the differential gear is engaged between the flywheel 33 and the clutch shaft 45, the clutch plate 37 and the differential case 34 continue to rotate even when the clutch shaft 45 is stationary.

This will be described with reference to FIG. 3. Even if the clutch shaft 63 is stationary, the differential pinion 62 moves in the moving direction of the flywheel 60 while rotating about the pinion shaft 61 as an axis. I mean,
At this time, the speed of the differential case 59 is half that of the flywheel 60.

Finally, in the lower half of FIG. 2, the release bearing 46 has moved to the right side, that is, to the transmission side (not shown). The diaphragm spring 50 pushes the pressure plate 51, and the clutch plate 53 pushes the flywheel 5.
Although the driving force is transmitted by being crimped to the clutch plate 6, the clutch plate 53, at this time, is the clutch shaft 4 as usual.
The flywheel 5 is mated with the differential case 48 by a spline 49 instead of the 5.
The driving force of No. 6 is transmitted to a transmission (not shown) through the clutch plate 53, the differential case 48, the differential pinion 55, and the side gear 44.

At the same time, since the clutch plate 53 of the differential pinion 55 is fixed to the flywheel 56, its rotation is braked, and the driving force of the flywheel 56 is the side gear 32 and the differential pinion 55. , Through the side gear 44 to a transmission (not shown).

This will be described with reference to FIG. 3. The movement of the differential case 59 is the flywheel 6.
It is fixed to 0, and the rotation of the differential pinion 62 is stopped in the same manner as when the brake is applied, and the clutch shaft 63 is also stopped. That is, the clutch shaft 63 is fixed to the flywheel 60 and transmits the driving force.

[0041]

Industrial Applicability The present invention mainly transmits 100% of the driving force of an automobile engine and is attached to various friction clutches that can be intermittently interrupted to reduce the depressing force of the clutch pedal, which has been heavy until now. For example, when it is used in a commercial vehicle such as a bus, a truck, or a taxi, the burden on the professional driver such as clutch pedal can be lightened as it is.

If the accumulator already in practical use is combined with the present clutch booster, the clutch pedal becomes unnecessary.

The accumulator is a pressure accumulator, which replaces the left foot of the driver so far and acts on the release bearing under the control of the timing of the computer to engage and disengage the clutch. Since the pedal is heavy, there is a problem with instantaneous control, and it has not been widely used until now.

However, if the clutch booster is used, a smaller accumulator can be used, the automation of the clutch is realized, and the driver is relieved from frequent and troublesome clutch operation.

When the set of the clutch booster and accumulator is installed in place of the torque converter of the present automatic transmission, if it is possible to prevent the engine rotation increase even when the clutch is disengaged, the fuel consumption is high and the fuel consumption is high. The efficiency, that is, the automatic transmission with 100% transmission efficiency, which is the same as the current manual transmission, will be completed.

[Brief description of drawings]

Fig. 1 Cross section of clutch booster using planetary gears (upper half is open, lower half is connected)

Fig. 2 Cross section of clutch booster using differential gear (upper half is open, lower half is connected)

[Fig. 3] Operation diagram of planetary gears and differential gears

[Explanation of symbols]

1 Pilot Bearing 2 Flywheel Mounting Flange 3 Planetary Pinion 4 Bearing 5 Flywheel 6 Clutch Facing 7 Clutch Plate 8 Pressure Plate 9 Clutch Cover 10 Diaphragm Spring 11 Spline 12 Planetary Carrier 13 Release Bearing 14 Bearing 15 Clutch shaft 16 Bearing 17 Release bearing 18 Planetary carrier 19 Diaphragm spring 20 Spline 21 Wire ring 22 Pressure plate 23 Clutch facing 24 Clutch plate 25 Damper spring 26 Bearing 27 Flywheel 28 Planetary pinion 29 Spline 30 Flywheel mounting flan 31 Bearings 32 Side Gears 33 Flywheels 34 Differential Cases 35 Differential Pinions 36 Clutch Facings 37 Clutch Plates 38 Pressure Plates 39 Clutch Covers 40 Diaphragm Springs 41 Splines 42 Bearings 43 Release Bearings 44 Side Gears 45 Clutch shaft 46 Release bearing 47 Bearing 48 Differential case 49 Spline 50 Diaphragm spring 51 Pressure plate 52 Clutch facing 53 Clutch plate 54 Damper spring 55 Differential pinion 56 Flywheel 57 Bearing 58 Pinion shaft 59 Planetary・Carrier (in the case of planetary gear) 59 Differential case (in the case of differential gear) 60 Flywheel 61 Pinion shaft (in the case of differential gear) 62 Planetary pinion (in the case of planetary gear) 62 Differential pinion (differential)・ In case of gear) 63 Clutch / Shaft

Claims (1)

[Claims] 1. A clutch booster for connecting a friction clutch and a planetary gear or a differential gear to reduce the force of a clutch spring required for transmitting a driving force of an engine.