JPH07197956A - Starting device - Google Patents

Abstract

PURPOSE:To provide a starting device which can connect an output shaft of an engine to an input shaft of a transmission device without applying load to a synchronization mechanism,-and smoothly so as not to generate much shock. CONSTITUTION:As energizing force to a pressure plate 146 is increased, a frictional plate 151 of high frictional coefficient of a first clutch member 15 is connected to a torque transmission member 14 without slipping, and then frictional plates 131, 132 of low frictional coefficients of a second clutch member 12 are connected with slipping. Thus the connection of the second clutch member 12 is completed. While an output shaft 11 of an engine is connected to an input shaft 16 of a transmission device, the torque transmission member 14 is rotated following the rotation of a fly wheel 110 by magnetic relative function of a permanent magnet 75 and an aluminum plate 76. The torque transmission member 14 is not moved by characteristic inertia during transmission, thereby the first and second clutch member are smoothly connected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle starting device, and more particularly to a starting device for connecting and disconnecting an output shaft of an engine and an input shaft of a transmission.

[0002]

2. Description of the Related Art In a manual transmission for a vehicle, a starting device is provided between the engine and the transmission for the purpose of disconnecting torque transmission between the engine and the gearbox when performing a shift operation in the manual transmission. . Such a starting device is mainly composed of a clutch mechanism, and in general, a dry type single plate friction material is pressed against or separated from a mating side to connect and disconnect the engine side and the transmission side.

[0003]

By the way, when the friction material has a high friction coefficient, it is difficult to connect the friction material while sliding the friction material, for example, the connection is suddenly made. For this reason, it is difficult to smoothly eliminate the difference between the engine rotation speed and the input rotation speed of the transmission, and a shock is likely to occur at the time of connection. On the other hand, in order to connect while sliding, it is necessary to reduce the friction coefficient of the friction material. When the coefficient of friction is lowered, the torque capacity per sheet becomes small, so that it is not possible to process with a single plate, and it is necessary to increase the number of plates and increase the number of plates.

However, if the friction material for inputting the torque to the transmission is made to have a large number of plates, the inertia on the input shaft side of the transmission becomes large due to the increase in weight accompanying the increase in the number of plates, and the synchronization mechanism of the transmission (for example, There is a problem that the load on the cone synchronization mechanism) becomes large and the time required for synchronization becomes extremely long.

The present invention has been devised in view of the above problems, and when the output shaft of the engine and the input shaft of the transmission are intermittently connected, the synchronization mechanism is not burdened and the shock is smooth so that the shock is small. It is an object of the present invention to provide a starting device capable of connecting both shafts to each other.

[0006]

In order to achieve the above object, a starting device according to the present invention is a starting device for connecting and disconnecting an output shaft of an engine and an input shaft of a transmission, wherein the input shaft of the transmission is connected to the starting device. The first clutch member connected, the second clutch member connected to the output shaft of the engine, the first clutch member and the second clutch member are interposed between the first clutch member and the second clutch member so as to be rotatable relative to each other, and A torque transmitting member having a first joining surface with a high joining force for joining with one clutch member and a second joining surface with a low joining force for joining with the second clutch member, the first joining surface and the second joining A member for connecting the torque transmission member and the output shaft to each other, and a permanent magnet is arranged on the other side of the member. Is due to the permanent magnet A conductive member through which an induced current flows is disposed.

[0007]

According to the present invention, in connection between the output shaft of the engine and the input shaft of the transmission, a load is applied to the first joint surface and the second joint surface integrally by the load imparting means, and the torque transmitting member is connected. It is performed by connecting the first and second clutch members via. That is, when the first and second clutch members are connected via the torque transmission member, if the load is integrally applied to the first joint surface and the second joint surface by the load applying means, first, the joint force is high. The first joint surface starts joining. After the connection of the first bonding surface is completed, the connection of the second bonding surface having a low bonding force is completed. That is, when the joining of the first joining surface is completed, the joining of the second joining surface is not completed, so that the connection shock due to the joining of the first joining surface does not occur.

Further, a magnetic drag is generated between the torque transmitting member and the output shaft of the engine by the interaction between the permanent magnet and the induced current generated by the electric conductor crossing the magnetic flux emitted from the permanent magnet. For this reason, torque can be transmitted without waiting for the completion of the joining of the second joining surfaces, so that the joining of the second joining surfaces can be made smoother. or,
In the state where neither the first joint surface nor the second joint surface is joined, the torque transmission member follows the output shaft of the engine according to the magnetic resistance. Therefore, the rotational speed of the torque transmission member corresponds to the rotational speed of the output shaft of the engine, so that the first joint surface can be easily joined.

Further, the output shaft of the engine and the input shaft of the transmission are disconnected from each other by releasing the load applied to the first joint surface and the second joint surface by the load applying means and opening the joint of the first joint surface. It is done by being done. That is, since the first clutch member can be separated from the torque transmission member, it is irrelevant to the inertia of the torque transmission member and the second clutch member. Therefore, the transmission is affected only by the inertia of the first clutch member.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A starting device according to an embodiment of the present invention will be described below. FIG. 1 is a sectional view of a starting device according to the present embodiment, FIG. 2 is an explanatory view showing a positional relationship between a permanent magnet 75 and an aluminum plate 76, and FIG. 3 is a power transmission including the starting device according to the present embodiment. It is a structure explanatory view of a device.

As shown in FIG. 3, the power transmission device is arranged on a starting device 1 for connecting and disconnecting an output shaft of an engine and an input shaft of a transmission according to a command signal, and two parallel shafts. A plurality of gear sets having different gear ratios, a transmission 2 configured to be able to arbitrarily select a specific gear ratio, and output rotation of the transmission 2 is input, and the input rotation is input to the left and right wheels. It includes a differential device 3 that transmits and allows a difference in the number of rotations of the left and right wheels. The transmission 2 in this embodiment is
Motors (not shown) are respectively provided on the shift forks, and by driving the motors, the shift forks are moved to predetermined positions in the axial direction to set forward and backward movements at arbitrary gear ratios.

(Description of Starting Device) As shown in FIG. 1, the starting device 1 includes an output shaft (crankshaft) 11 of an engine.
A second clutch member 12 connected thereto, a torque transmission member 14 rotatably supported by the second clutch member 12 via a ball bearing 13, and an end portion of an input shaft 16 of the transmission are spline-coupled. First clutch member 15
And the torque transmission member 1 via the release bearing 20.
It includes a release fork 21 for actuating 4 and a release cylinder 30 for actuating the release fork 20.

(Description of Second Clutch Member 12) The second clutch member 12 includes a clutch hub 120, two friction plates 131 and 132 spline-connected to the clutch hub 120 so as to be circumferentially movable in the axial direction, and a damper. And 122. The second clutch member 12 is used for the flywheel 1
They are fastened together with 10 and bolts 111. The flywheel 110 is cast iron on a disc and has a property as a ferromagnetic material. As shown in FIG. 2, the flywheel 11
An annular aluminum plate 76, which is made of a non-magnetic conductive metal, is fitted on the end surface of the zero torque transmission member 14 side.

Each of the friction plates 131 and 132 is formed by attaching a friction material having a low friction coefficient to both end faces of a metal annular plate. The reason for having a plurality of friction plates is that the torque capacity per sheet cannot be increased because it is premised on sliding (using the slip area), and therefore the overall torque capacity is increased.

(Description of First Clutch Member 15) The first clutch member 15 is provided with a friction plate 151 in which a friction material having a high friction coefficient is attached to both end surfaces of a metal annular plate, and a damper 150. ing. The high friction coefficient referred to here is compared with the friction material of the second clutch member 12.
This friction material is not intended to be slid substantially, but is mainly intended to be turned on and off. Damper (cushioning member) 150
Is to smooth the torque fluctuation of the engine, and is composed of three elements. That is, it is composed of a member connected to the friction plate 151 side, a member connected to the input shaft 16 side of the transmission 2 by a spline, and a damper spring inserted between these members. The torque from the engine is the friction plate 15
1, torque is transmitted in series to the damper 150 and the input shaft 16, and the spring of the damper 150 expands and contracts according to the torque fluctuation.

(Setting of joining force) The friction plates 151, 13
Each of Nos. 1 and 132 has its joining force adjusted by the friction coefficient of the friction material. As will be described later, a load is integrally applied to these friction plates by the diaphragm spring 172. Further, in this embodiment, the return spring 1
Since 48 and 149 are not intended to generate a large load, they are not particularly considered, but even if the elastic force of the return springs 148 and 149 is set,
It is possible to adjust the magnitude of the joining force of each of the clutch member 15 and the second clutch member 12.

(Description of Torque Transmission Member 14) The torque transmission member 14 has a clutch drum 141 whose one end is closed. A spline is formed on the inner circumference of the clutch drum 141, and a metal separate plate 142, 1 is attached to the spline.
43 is fitted. A clutch cover 145 is attached to the released end of the clutch drum 141, spline teeth are formed on the inner periphery thereof, and a pressure plate 146 is fitted therein. In addition, between the inner wall of the closing wall of the clutch drum 141 and the separate plate 142, and the separate plate 142,
Between 143, return springs 148 and 149, respectively.
Is provided.

As shown in FIG. 2, a permanent magnet 75 is incorporated on the outer end surface (opposing surface of the aluminum plate 76) of the closing wall of the clutch drum 141. The permanent magnets 75 are arranged in the circumferential direction of the clutch drum, and the magnetic poles adjacent in the circumferential direction are different magnetic poles such as S, N, S, and N. A ferrite magnet is generally used as the permanent magnet 75, but a samarium-cobalt magnet or the like having high heat resistance may be used.

An iron plate 77 as a high magnetic permeability material is embedded in the inner wall of the closing wall of the clutch drum 141. This iron plate constitutes a friction plate and forms a magnetic circuit so that the magnetic flux is effectively concentrated by the aluminum plate 76. In the present embodiment, the torque transmission member 14 is rotatably supported by the second clutch member 12 via a ball bearing 13, but is rotatable relative to the casing of the starting device 1 via the bearing. It may be supported.

A rivet 170 is provided on the end surface of the clutch cover 145. A bowl-shaped diaphragm spring 172 is attached to the rivet 170 by wire rings 173, 1
It is sandwiched and held by 74. One end of the diaphragm spring 172 is abutted by the release bearing 20, and the other end of the diaphragm spring 172 separates from and contacts the pressure plate 146 as the release bearing 20 moves (left and right in the drawing) to press or release it.

The release fork 21 is provided with a linear return spring 213, and when one end portion 214 of the release fork 21 is pushed (to the left in the drawing), the supporting member 21.
With 0 as a fulcrum, the pressing force and the stroke are adjusted by the principle of a lever, and the other end 215 is pressed (to the right in the drawing). When one end 214 of the release fork 21 is pulled back (to the right in the drawing), the other end 215 is also pulled (to the left in the drawing).

The release cylinder 30 has a return spring 301, a piston 302, and a rod 303 supported by the piston 302. The piston 302 is actuated by hydraulic pressure, and the rod 303 pushes one end 214 of the release fork 21. The other end 215 of the release fork 21 is moved by pulling.

The entire release bearing 20 is supported on the case so as to be slidable in the direction of the axis of rotation of the bearing (left and right in the drawing). In a state where one end 214 of the release fork 21 is not pressed by the rod 303, the release bearing 20 is in contact with the positioning member 180 attached to the case of the starting device 1.

This abutting position sets the urging force applied to the pressure plate 146 by the diaphragm spring 172, and the urging force is the second clutch member 12, the torque transmission member 14, and the first clutch member 15. Are joined together to correspond to a force sufficient to sufficiently connect the output shaft 11 of the engine and the input shaft 16 of the transmission so that torque can be transmitted. A locking member 181 that locks with the other end portion 215 of the release fork 21 is attached to the release bearing 20, and the locking member 181 transmits a force for moving the inner peripheral end of the diaphragm spring 172. To do.

When one end 214 of the release fork 21 is pressed by the rod 303, the release fork 21
The other end 215 of the above-mentioned slides the release bearing 20 in the right direction of the drawing while overcoming the elastic force of the diaphragm spring 172, and moves the inner peripheral end of the diaphragm spring 172. This movement of the inner peripheral end (to the right in the drawing) is performed with the rivet 170 serving as a fulcrum and the outer peripheral end moving toward the pressure plate 14.
6, the diaphragm spring 172 acts on the pressure plate 146 in a direction to reduce or release it.

When the urging force on the pressure plate 146 is reduced and released, the friction plate 1 of the second clutch member 12 having a low friction coefficient.
31 and 132 release the connection while slipping. Then, the connection of the friction plate 151 of the first clutch member 12 is released. The friction plate 151 has a high friction coefficient, and the connection is released with almost no slip. At this time, the separation plate 143 moves toward the pressure plate 146 by the return spring 148 via the separation plate 142. The separate plate 143 is in contact with the end of the clutch cover 145, and the pressure plate 1
The sliding position in the direction of 46 is restricted. In this way, the second clutch member 12, the torque transmitting member 14, the first
The clutch member 15 is disconnected.

Next, one end 21 of the release fork 21
When the rod 4 is pulled back by the rod 303, the other end portion 215 of the release fork 21 moves to the diaphragm spring 1
It moves (to the left in the figure) by the elastic force of 72. The movement of the inner peripheral end of the diaphragm spring 172 acts so that the outer peripheral end of the diaphragm spring 172 presses the pressure plate 146, and acts to increase the urging force of the diaphragm spring 172 to the pressure plate 146.

Pressure plate 1 of diaphragm spring 172
As the biasing force on 46 increases, pressure plate 146
The friction plate 151, the separate plate 143, the friction plate 132, the separate plate 142, and the friction plate 131 are pressed. At this time, the return springs 148 and 149 are compressed via the separate plates 143 and 142. The friction plate 151 of the first clutch member 15 has a high friction coefficient, so that the friction plate 151 hardly slips and the pressure plate 1
46 and the separate plate 143. On the other hand, the friction plates 131, 132 having a low friction coefficient of the second clutch member 12
Connect while slipping. In this way, the second clutch member 12, the torque transmission member 14, and the first clutch member 15 are connected without causing a connection shock.

(Description of operation) Diaphragm spring 17
As the urging force of the second pressure plate 146 increases, the pressure plate 146 presses the friction plate 151, the separate plate 143, the friction plate 132, the separate plate 142, and the friction plate 131. On the other hand, the permanent magnet 7 is attached to the closing wall of the clutch drum 141.
5, the permanent magnet 75 and the magnetic flux emitted from the permanent magnet are crossed by the aluminum plate 76, which is a non-magnetic conductive material, so that an induced current is generated in the aluminum plate 76. By the interaction with
A magnetic drag force is generated between the torque transmission member 14 and the flywheel 110. It should be noted that this magnetic drag corresponds to the rotational speed difference between the torque transmission member 14 and the flywheel 110.

(At the time of starting) The engine rotates idling, and the transmission is set to the first forward speed (the lowest gear speed at the forward speed). In this case, the output shaft of the engine and the input shaft of the transmission are about to be connected. If the vehicle is stopped, the friction plate 151 is stationary. On the other hand, the torque transmission member 14 is rotating at a speed lower than the rotation speed of the flywheel 110 due to the magnetic resistance. When the urging force of the diaphragm spring 172 to the pressure plate 146 increases, the pressure plate 146, the friction plate 151, and the separate plate 143 are joined. As a result, the torque corresponding to the magnetic drag is transmitted to the input shaft 16 of the transmission without waiting for the completion of the connection of the second clutch member 12. This torque serves as creep, which will be described later, for starting on a slope and smoothly starting. Next, when the urging force further increases, the friction plates 131 and 132 and the clutch drum 141 start to join while slipping, and the joining is completed. As a result, the engine torque is transmitted to the input shaft 16 of the transmission 2 via the second clutch member 12.

(During Gear Shift) During gear shift, the engine speed after shift is reduced in the case of upshift, and the engine speed after shift is increased in the case of downshift. In the case of upshift, first, the torque transmission member 14
And the second clutch member 12 are disconnected, and then the torque transmission member 14 and the first clutch member 15 are disconnected. Then, the gear ratio of the transmission 2 is changed, and the torque transmission member 14, the first clutch member 15, and the second clutch member 12 are connected again. At this time, due to the interaction between the permanent magnet 75 and the aluminum plate 76, the connection is smoothly performed.

Assuming, for example, that the vehicle speed is constant, the engine rotates at 4000 rpm before shifting, and the rotation speed becomes 2250 after shifting, the torque transmitting member 14 and the first clutch member 15 will work when there is no such interaction. At the time when it was connected to (before shifting), it tries to maintain 4000 rpm of engine speed by inertia. Since it is common to reduce the accelerator opening during an upshift, the engine speed decreases during a shift. Further, since the rotation speed of the first clutch member 15 becomes 2250 rotations after the gear shift due to the gear ratio, only the torque transmission member 14 maintains a high rotation speed, which impairs the smoothness of the connection. However, due to the above interaction, the torque transmission member 14 also has a rotational speed corresponding to the engine rotation, so that the torque transmission member 14, the first clutch member 15, and the second clutch member 12 are smoothly connected as a whole. This also applies to downshifts.

(Explanation of Hydraulic Control Circuit) FIG. 4 is a block diagram of a hydraulic control circuit for operating the release cylinder 30. As shown in the figure, this hydraulic circuit includes a master cylinder 510 that feeds operating hydraulic pressure to the release cylinder 30, and
Negative pressure operating device 52 for operating the master cylinder 510
0, a negative pressure control valve 530 that variably controls the magnitude of the negative pressure of the negative pressure operating device, and a negative pressure vacuum tank 540 that supplies the negative pressure. The master cylinder 510 is
The piston 511 slides in the cylinder 512 along the guide rod 515 in the axial direction to supply the release cylinder 30 with an amount of pressure oil corresponding to the stroke of the piston 511.

The negative pressure operating device 520 includes a piston 521 with a diaphragm that divides the inside of the device into two chambers (A chamber and B chamber in the drawing), a rod 523 axially biased by the piston, and a return valve. The potentiometer 5 for detecting the working stroke of the spring 524 and the rod 523.
26 and. The magnitude of the operation stroke of the rod 523 is used as a signal indicating a substitute characteristic of the force with which the diaphragm spring 172 presses the pressure plate 146. In the negative pressure operating device 520, one chamber (A
The chamber) communicates with the negative pressure vacuum tank 540 via the negative pressure control valve 530.

The negative pressure supplied from the intake manifold 545 is stored in the negative pressure vacuum tank 540 via the one-way valve 543, and the negative pressure control valve including the duty solenoid which operates according to the command of the control unit to be described later. A negative pressure is controlled by 530 to control the atmospheric pressure in the chamber A. On the other hand, the other chamber (chamber B) formed via the piston 521 communicates with the atmospheric pressure via an air cleaner.

The control unit is the negative pressure control valve 5.
When a command signal is sent to the valve 30, the valve 530
The duty solenoid inside operates to control the atmospheric pressure in the A chamber, and the rod slides due to the pressure difference between the A chamber and the B chamber. The tip 525 of this rod is the master cylinder 5
The tip end of the piston 511 of No. 10 and the intermediate portion are connected by a connecting rod 528 having a fulcrum 527.

When the atmospheric pressure in the chamber A drops below the atmospheric pressure, the rod 523 is pulled to the right side in the figure, so the connecting rod 526 pushes the piston 511 of the master cylinder 510 to the left side in the figure to supply pressure oil to the release cylinder 30. Also, A
When the atmospheric pressure in the room becomes atmospheric pressure, the return spring 524
Also, the piston 511 of the master cylinder 510 is pulled to the right side in the figure by the reaction force of the one end portion 214 of the release fork 21, and the pressure oil supplied to the release cylinder 30 is returned to the master cylinder 510. In this way, the amount of hydraulic oil pressure in the release cylinder 30 is controlled to control the force pressing the one end portion 214 of the release fork 21.

(Description of Control Unit) FIG. 5 is a diagram showing an input / output configuration of the control unit 700 of the starting system according to this embodiment. Control unit 70
Reference numeral 0 denotes a computer unit as a main component, and the input port thereof receives detection signals indicating the operating condition and the traveling condition of the vehicle from each part of the vehicle in which the power transmission device according to the present embodiment is mounted. As this detection signal,
For example, a driver command signal (upshift, downshift, neutral, forward, reverse, etc.), a select position signal indicating what speed (for example, 2nd) the current gear is, and an accelerator depression amount Accelerator opening signal,
There is a vehicle speed signal and a brake signal indicating whether or not the brake pedal is depressed.

Control signals to various actuators are output from the output port of the control unit 700. As these actuators, a negative pressure control valve 53 that controls the operation of the release cylinder 30 is used.
There is a duty solenoid 701 of 0, a shift actuator 702 including a servo motor that moves a shift fork of the transmission 2, a throttle actuator 703 including a stepping motor that controls engine rotation, and the like. Furthermore, in order to perform feedback control of the negative pressure control valve 530, the shift actuator 702, and the throttle actuator 703, the potentiometer 71 is provided, respectively.
1, the detection signals from the shift position sensor 712 and the engine speed sensor 713 are control unit 70.
It is input to the 0 input port.

FIG. 6 is an explanatory view showing the external appearance of the steering of a vehicle equipped with the power transmission system according to this embodiment. As shown in FIG. 6, driving command buttons for the driver to input his / her intention are arranged on the left and right of the central portion of the steering wheel 800. On the right side of the central portion of the steering wheel 800 as seen from the driver, an F button 801 for instructing forward movement, an R button 802 for instructing backward movement, and an N button 802 for instructing a neutral state are arranged. On the left side of the central portion of the steering wheel 800 when viewed from the driver, an upshift button 8 for instructing an upshift is issued.
04 and downshift button 8 for instructing downshift
05 is arranged.

7 and 8 show the control unit 7 described above.
00 is an example of a time chart showing an operation sequence when operating various actuators in response to a driver's operation command signal. As shown in FIG. 7, when the F button 801 for instructing the forward movement is input by the driver (S100
1), the second clutch member 12 and the first clutch member 15
Is released. That is, the release fork 21 works to release the biasing force of the diaphragm spring 172,
As a result, the connection between the friction plate 151 held by the pressure plate 146 and the separate plate 143 is released, and the connection is released while slipping the friction plates 131 and 132 of the second clutch member 12.

Next, by a servo motor (not shown),
The shift fork that selects the first gear of the transmission 2 is moved to a predetermined position (S1002). In this way, in the transmission 2, only the first clutch member 15 is first connected after the first gear is selected (S1003). This is because the diaphragm spring 17 applies a pressing force to connect only the first clutch member 15 according to the voltage value detected by the potentiometer 526.
This is executed by controlling the amount of hydraulic pressure in the release cylinder 30 so as to be given to S2 (S1004). Next, it is detected that the brake pedal is not depressed (S
1005) and when it is detected that the accelerator pedal is stepped on (S1006), the second clutch member 12 is connected while sliding by controlling the operating oil pressure amount in the release cylinder 30 (S1007).

As shown in FIG. 8, when the driver inputs the upshift button 804 or the downshift button 805 instructing the forward movement (S1050), the second clutch member 12 and the first clutch member 15 are released. (S
1052). This point is the same as S1001 in FIG.
Next, a neutral state is created by moving the shift fork of the transmission 2 to a position that does not select a shift stage by a servo motor (not shown) (S1053).

After that, the shift fork is moved corresponding to the upshift button 804 or the downshift button 805 input by the driver, and the engine speed is adjusted at the same time when the upshift or the downshift is performed (S1054). The adjustment of the engine speed is performed by the throttle actuator 703, and in this case, the throttle actuator 703 does not correspond to the accelerator opening signal. After that, the second clutch member 12 and the first clutch member 15 are connected (S1054). At this time, the first
The clutch member 15 is connected without slipping,
The second clutch member 12 is connected while sliding (S1
056). Then, the throttle actuator 703 returns to its original position so as to correspond to the accelerator opening signal (S105).
7).

(Effects of Embodiment) According to this embodiment, as the urging force of the diaphragm spring 172 to the pressure plate 146 increases, first, the friction plate 151 of the high friction coefficient of the first clutch member 15 almost slips. The torque transmission member 14 is connected without doing so. Next, the friction plates 131 and 132 of the second clutch member 12 having a low friction coefficient are slipped and connected, and the connection of the second clutch member 12 is completed. Since the connection of the friction plate 151 having a high friction coefficient is completed before the connection of the friction plates 131 and 132 having a low friction coefficient is completed, the shock due to the connection of the first clutch member 15 is hard to occur, and the connection shock is generated. The connection shock is not generated because the entire connection is completed by the difficult joining of the second clutch member 12.

When the output shaft 11 of the engine and the input shaft 16 of the transmission are connected, the torque transmission member 14 follows the rotation of the flywheel 110 due to the magnetic interaction between the permanent magnet 75 and the aluminum plate 76. Because it is rotating
At the time of shifting, the torque transmission member 14 does not have an inherent inertia, so that the torque transmission member 14, the first clutch member 15, and the second clutch member 12 are smoothly connected as a whole.

Further, since the torque transmission member 14 rotates following the rotation of the flywheel 110 when the vehicle is stopped, the urging force of the diaphragm spring 172 to the pressure plate 146 is changed to the first clutch member 15. In the case of maintaining the torque for joining with the torque transmission member 14, so-called creep (drag torque like that generated in the fluid transmission joint) is generated, engine stall is unlikely to occur, and slope start is easy. Is obtained.

Even when the second clutch member 12 has multiple plates suitable for slip, the first clutch member 12 can be used when shifting is performed.
The connection between the clutch member 15 and the torque transmission member 14 is cut off. Therefore, the inertia on the input shaft side of the transmission is
Since only the inertia of the first clutch member 15 itself is sufficient and no load is applied to the synchro mechanism of the transmission 2, the shift can be completed extremely quickly.

Furthermore, since the shape, structure, material, etc. of the second clutch member 15 can be selected without considering inertia, it is possible to select a more durable shape, structure, material, etc. Since the shape, structure, material, etc. of the first clutch member 15 can be selected without taking slip into consideration, the shape, structure, material, etc. having less inertia and high durability can be selected and designed.

(First Modification) FIG. 9 shows a first modification of the above embodiment.
It is a block diagram which shows a modification. The arrangement of the permanent magnet and the aluminum plate is different from that of the above embodiment. That is, the permanent magnet 7 is attached to the clutch drum of the flywheel 110 made of cast iron.
8 are arranged. In this arrangement, different magnetic poles are alternately placed along the circumferential direction of the flywheel 110 at the portion facing the closing wall. On the other hand, the clutch drum 141 is made of aluminum as in the embodiment, and the iron plate 77 is incorporated inside the closing wall.

In the first modification, since the permanent magnet 78 is incorporated in the flywheel 110, the friction plate 1
The thermal environment is better than when there is a permanent magnet that is easily affected by the frictional heat of 31 and 132.

(Second Modification) FIG. 10 is a block diagram showing a second modification of the above embodiment. The arrangement position of the permanent magnet is changed from that of the above embodiment. In the second modification,
The friction plate 131 of the embodiment is composed of a permanent magnet. That is, the surface of a plate in which magnetic poles are alternately formed in the circumferential direction is coated with a ceramic that functions as a protective layer and a friction material. In this case, the separate plate 14
2, 143 are made of aluminum, and the clutch drum 141 is also the same. In the second modification, since the aluminum plates, which are the acting members of the permanent magnet, are on both sides of the magnet, the eddy current is induced very efficiently.

[0053]

As described above, according to the starting device of the present invention, when the output shaft of the engine and the input shaft of the transmission are connected and disconnected, the synchronizing mechanism is not burdened and shock is reduced. The two shafts can be smoothly connected. That is, according to the present invention, since the load is integrally applied to the first joint surface and the second joint surface by the load applying means, the joint force is high before the joint of the second joint surface having a low joint force is completed. Since the joining of the first joining surface is completed, a shock due to the joining of the first joining surface is less likely to occur, and the connection is generated because the entire joining is completed by the smooth joining of the second joining surface having a low joining force. There is no such thing.

In the present invention, in the state where the first joint surface is not joined, the torque transmission member rotates at a rotational speed delayed by the torque of the magnetic drag force on the output shaft of the engine.
Therefore, at the time of gear shifting, the torque transmission member does not have an inherent inertial force and follows the output shaft of the engine.
As a result, the rotational speed difference between the torque transmission member and the first clutch member tends to be small, and the joining of the first joining surface becomes easy. Further, the magnetic reaction force generated between the second clutch member and the torque transmission member causes creep when stopped, and can be used for hill start and smooth start.

According to the present invention, the second clutch member and the first clutch member
Since the torque transmitting member is interposed between the clutch members, application of the load by the load applying means is released, and when the joining of the first joining surface is released, the first clutch member is connected to the second output shaft of the engine. It is not affected by the inertia of the clutch member and the torque transmission member. For this reason, the inertia of only the first clutch member is applied to the synchronization mechanism, and an excessive load is not generated. For this reason, the synchro mechanism of the transmission is not burdened, and extremely quick shifting can be completed.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of a starting device according to an embodiment.

FIG. 2 is an explanatory diagram showing a positional relationship between a permanent magnet 75 and an aluminum plate 76.

FIG. 3 is a configuration explanatory view of a power transmission device including the starting device.

FIG. 4 is a configuration diagram of a hydraulic control circuit that operates a release cylinder 30.

FIG. 5 is a diagram showing an input / output configuration of a control unit 700 according to the present embodiment.

FIG. 6 is an explanatory diagram showing an external appearance of a steering wheel of a vehicle equipped with the power transmission device according to the present embodiment.

FIG. 7 is an example of a time chart showing an operation sequence when the control unit 700 receives a command signal instructing the driver to move forward and operates various actuators.

FIG. 8 is an example of a time chart showing an operation sequence when the control unit 700 receives a command signal instructing a driver to shift gears and operates various actuators.

FIG. 9 is a configuration diagram showing a first modification of the embodiment according to the present invention.

FIG. 10 is a configuration diagram showing a second modification of the embodiment according to the present invention.

[Explanation of symbols]

 1 Starting Device 2 Transmission 3 Differential Device 11 Engine Output Shaft 12 Second Clutch Member 14 Torque Transmission Member 15 First Clutch Member 16 Transmission Input Shaft 20 Release Fork 30 Release Cylinder 75 Permanent Magnet 76 Aluminum Plate 77 Iron Plate 132 Friction plate 132 Friction plate 142 Separate plate 143 Separate plate 146 Pressure plate 172 Diaphragm spring 526 Potentiometer 530 Negative pressure control valve

Front page continuation (72) Inventor Masao Kawai 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Within Equus Research Co., Ltd. (72) Inventor Hideki Ariga 2-12-12 Sotokanda, Chiyoda-ku, Tokyo Inside the Equus Research Company (72) Inventor Toshihiro Shiima 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Inside the Equus Research Company

Claims (11)

[Claims] 1. A starting device for connecting and disconnecting an output shaft of an engine and an input shaft of a transmission, wherein a first clutch member connected to the input shaft of the transmission and a second clutch member connected to an output shaft of the engine. A clutch member, a first joint surface having a high joint force, which is interposed between the first clutch member and the second clutch member so as to be rotatable relative to the both members, and which joins to the first clutch member, and the second clutch member. A torque transmitting member having a second joining surface with a low joining force for joining with, and a load applying means for integrally applying a load to the first joining surface and the second joining surface or releasing the load. A permanent magnet is disposed on one of the members for connecting the torque transmission member and the output shaft, and a conductive member through which an induced current caused by the permanent magnet flows is disposed on the other side. Starting device characterized by 2. The starting device according to claim 1, wherein the joining force of the joining surface is set by a friction coefficient of the joining surface. 3. The starting device according to claim 1, wherein the joining force of the joining surface is set by an elastic member that adjusts a load applied to the joining surface. 4. The starting device according to claim 3, wherein the elastic member is a spring. 5. The starting device according to claim 1, wherein the permanent magnet is disposed in the second clutch member. 6. The starting device according to claim 1, wherein the permanent magnet is arranged on a flywheel attached to an output shaft of the engine. 7. The starting device according to claim 1, wherein the permanent magnets are radially arranged on an annular member attached to an output shaft of the engine. 8. The starting device according to claim 1, wherein the second clutch member includes a friction plate, and the friction plate is formed by forming a protective layer on the surface of the permanent magnet. 9. The starting device according to claim 7, wherein different magnetic poles are alternately arranged in the circumferential direction of the permanent magnet. 10. The starting device according to claim 1, wherein the conductive member is a non-magnetic material. 11. The conductive member has a two-layer structure of a non-magnetic material and a ferromagnetic material, and the non-magnetic material is disposed on the side of the conductive member facing the permanent magnet. The starting device according to claim 1, which is characterized in that: