JPH07197957A - Starting device - Google Patents

Abstract

PURPOSE:To smoothly connect an engine output shaft to an input shaft of a transmission device in a starting device. CONSTITUTION:A first connection surface of a first clutch member 12 and a second connection surface of a second clutch member 15 are connected to a torque transmission member 14 through integral load application by a load applying means. The first connection surface having high connection force starts connection first. Afterward, the second connection surface having low connection force completes connection, so that connection shock is not caused by the connection of the first connection surface. Magnetic repulsion is generated between the torque transmission member 14 and a fly wheel 110 on the side of an engine output shaft 11 by induced current generated by making an aluminum plate 76 transverse magnetic flux of the permanent magnet 75. It is thus possible to transmit torque without connection of the second connection surface and to smoothly perform the connection of the second connection surface.

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. There is.

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.

[0004]

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.

Therefore, 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 perform the connection while sliding, it is necessary to take a complicated structure such as lowering the friction coefficient of the friction material to increase the number of plates.

However, when the gravity on the input shaft side of the transmission increases, the inertia increases, and the load on the synchronization mechanism (eg, cone synchronization mechanism) of the transmission increases, and the time required for synchronization increases. There was a problem that it would be extremely long.

Therefore, the present invention has been devised in view of the above problems, and an object thereof is to provide a starting device capable of smoothly connecting an output shaft of an engine and an input shaft of a transmission. To do.

[0009]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and a typical structure thereof is a starter device for connecting and disconnecting an output shaft of an engine and an input shaft of a transmission. A first clutch member connected to the output shaft of the engine, a second clutch member connected to the input shaft of the transmission, and a relative rotation between these members between the first clutch member and the second clutch member. A torque transmitting member that includes a first joining surface that is interposed as much as possible and that has a high joining force that joins the first clutch member, and a second joining surface that has a low joining force that joins the second clutch member; A load applying unit that applies or releases a load integrally to the joint surface and the second joint surface, and a magnet is provided on one of the members that connect the torque transmission member and the output shaft. Is arranged,
On the other hand, a conductive member through which an induced current due to the magnet flows is arranged.

[0010]

According to the present invention, based on the above construction, the connection between the output shaft of the engine and the input shaft of the transmission is applied with a load integrally by the load applying means to the first joint surface and the second joint surface. , The first and second clutch members are connected via a torque transmission member.

That is, when the first and second clutch members are connected via the torque transmission member, if a load is integrally applied to the first joint surface and the second joint surface by the load applying means, first, the joint is performed. The first joining surface having a high force starts joining.

After the connection of the first joint surface is completed, the connection of the second joint surface having a low joint 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.

Therefore, since torque transmission is possible without waiting for the completion of the joining of the second joining surface, the joining of the second joining surface can be made smoother.

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 imparting means and releasing the joint of the second joint surface. It is done by being done.

That is, since the second clutch member can be separated from the torque transmitting member, it has nothing to do with the inertia of the torque transmitting member and the first clutch member. Therefore, the transmission is affected only by the inertia of the second clutch member.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A starting device according to an embodiment of the present invention will be described below. <Embodiment 1> 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 starting device according to the present embodiment. It is a structure explanatory view of the power transmission device provided with.

As shown in FIG. 3, the power transmission device is arranged on a starting device 1 which connects and disconnects 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.

In the transmission 2 according to the present embodiment, a motor (not shown) is provided on each shift fork.
By driving this motor, the shift fork is moved to a predetermined position in the axial direction, and the forward and reverse movements of an arbitrary gear ratio are set.

(Description of Starting Device) As shown in FIG. 1, the starting device 1 includes an output shaft (crankshaft) 11 of an engine.
Connected to the first clutch member 12, a torque transmission member 14 rotatably supported by the first clutch member 12 via a ball bearing 13, and a spline coupling to an end of an input shaft 16 of the transmission 2. Second clutch member 1
5, a release fork 21 that operates the torque transmission member 14 via the release bearing 20, and a release cylinder 30 that operates the release fork 21.

(Description of First Clutch Member 12) The first clutch member 12 comprises a clutch hub 120 and friction plates 131 and 132 spline-connected to the clutch hub 120 so as to be slidable in the axial direction. The first clutch member 12 is fastened together with the flywheel 110 and the bolt 111.

The flywheel 110 is a disc-shaped cast iron and has a property as a ferromagnetic material.

As shown in FIG. 2, the flywheel 110.
An annular aluminum plate 76 as a non-magnetic conductive metal is fitted to the end surface of the torque transmission member 14 side.

The friction plates 131 and 132 (see FIG. 1)
Is constructed by attaching friction materials having a high friction coefficient to both end surfaces of a metal annular plate. This friction material is not intended to be slid substantially, but is mainly intended to be turned on and off.

(Description of Second Clutch Member 15) The second clutch member 15 is provided with a friction plate 151 and a damper 150 in which friction materials having a low friction coefficient are attached to both end surfaces of a single metal annular plate. ing.

The low coefficient of friction referred to here is compared with the friction material of the first clutch member 12. This friction material is premised on being substantially slippery (utilizing a slip area).

The damper (cushioning member) 150 is for smoothing 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 generated by the friction plates 151,
Torque is serially transmitted 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 12 and the second clutch member 15.

(Description of Torque Transmission Member 14) The torque transmission member 14 includes 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 is fitted to the spline. 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. Further, return springs 148 and 149 are arranged between the inner wall of the closing wall of the clutch drum 141 and the separate plate 142 and between the separate plates 142 and 143.

As shown in FIG. 2, a permanent magnet 75 is incorporated in 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 141, and magnetic poles adjacent to each other in the circumferential direction are arranged to be different magnetic poles such as S pole, N pole, S pole, and N pole. 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 electromagnet may be used instead of the permanent magnet.

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. The iron plate 77 constitutes a friction plate, and forms a magnetic circuit so that the magnetic flux is effectively concentrated by the aluminum plate 76.

In this embodiment, the torque transmission member 14 includes the first clutch member 12 and the ball bearing 13.
Although it is rotatably supported via the bearing, it may be rotatably supported on the casing of the starting apparatus 1 via a bearing.

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 presses against the pressure plate 146 as the release bearing 20 moves (horizontal direction 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 is pressed.
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 slidably supported on the case 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 first clutch member 12, the torque transmission member 14, and the second clutch member 15. Corresponds to a force sufficient to sufficiently connect the output shaft 11 of the engine and the input shaft 16 of the transmission 2 so that torque can be transmitted.

The release bearing 20 has a locking member 18 for locking the other end 215 of the release fork 21.
1 is attached, and by this locking member 181, a force for moving the inner peripheral end of the diaphragm spring 172 is transmitted.

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.

The movement of the inner peripheral edge (to the right in the drawing) is
Since the outer peripheral edge acts so as to separate from the pressure plate 146 with the rivet 170 as a fulcrum, the diaphragm spring 1
The urging force of 72 on the pressure plate 146 acts 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 having a low friction coefficient of the second clutch member 15 is obtained.
51 releases the connection while slipping. Then, the connection between the friction plates 131 and 132 of the first clutch member 12 is released. The friction plates 131 and 132 have a high coefficient of friction, and the connection is released with almost no slip. At this time, the separate plate 143 moves in the direction opposite to the pressure plate 146 by the return spring 148 via the separate plate 142. The separate plate 143 is in contact with the end of the clutch cover 145, and its sliding position in the direction of the pressure plate 146 is restricted.

In this way, the first clutch member 12,
The connection between the torque transmission member 14 and the second clutch member 15 is cut off.

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 142, and the friction plate 131 are pressed. At this time, the return spring 148 is compressed via the separate plate 142.

Friction plates 131 of the first clutch member 12, 1
32 has a high friction coefficient, and friction plates 131, 132
Clutch drum 1 with almost no slip
41 and the separate plate 142. On the other hand, the friction plate 151 of the second clutch member 15 having a low friction coefficient is slipped and connected. In this way, the first clutch member 12, the torque transmission member 14, and the second clutch member 15 are connected without causing a connection shock.

(Explanation 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, since the permanent magnet 75 is incorporated in the closing wall of the clutch drum 141, the permanent magnet 75 and the magnetic flux emitted from the permanent magnet 75 are crossed by the aluminum plate 76 which is a non-magnetic conductive material, so that the aluminum plate An induced current is generated in 76, and the interaction between the induced current and the permanent magnet 76 causes the torque transmission member 14 and the flywheel 11 to move.
During 0, a magnetic drag force is generated. This magnetic drag is
It corresponds to the difference in rotation speed between the torque transmission member 14 and the flywheel 110.

(At the time of starting) The engine rotates idling, and the transmission 2 is set to the first forward speed (the lowest gear speed at the forward speed). And the output shaft 1 of the engine
This is a case where 1 and the input shaft 16 of the transmission 2 are about to be connected.

If the vehicle is stopped, the friction plate 15
1 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.

Pressure plate 1 of diaphragm spring 172
When the urging force to 46 increases, the friction plates 131 and 132 and the clutch drum 141 start to be joined, and the joining is completed. Thereby, the torque corresponding to the magnetic drag is transmitted to the input shaft 16 of the transmission 2 without waiting for the completion of the connection of the second clutch member 15. 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 pressure plate 146, the friction plate 151, and the separate plate 143 are joined while slipping. As a result, the second clutch member 15
The engine torque is transmitted to the input shaft 16 of the transmission 2 via.

(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 connection between the torque transmission member 14 and the first clutch member 12 is released, and then the connection between the torque transmission member 14 and the second clutch member 15 is released. Then, the gear ratio of the transmission 2 is changed, and the torque transmission member 14, the first clutch member 12, and the second clutch member 15 are connected again. At this time, the permanent magnet 7
By the interaction between the aluminum plate 76 and the aluminum plate 5, the connection is smoothly performed.

For example, assuming that the vehicle speed is constant, the engine rotates at 4000 rpm before shifting, and becomes 2250 rpm after shifting, when there is no such interaction, the torque transmitting member 14 and the second clutch member 15 are not engaged. At the time when it was connected with (before shifting), it tries to maintain the engine speed of 4000 rpm by inertia.

Since it is usual to make the accelerator opening small during an upshift, the engine speed decreases during a shift. Further, the number of rotations of the second clutch member 15 becomes 2250 rotations after the gear shift depending on 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 second clutch member 15, and the first clutch member 12 are smoothly connected as a whole. This also applies to downshifts.

(Description of Hydraulic Control Circuit) FIG. 4 is a block diagram of a hydraulic control circuit for operating the release cylinder 30.

This hydraulic circuit is, as shown in the figure, a master cylinder 5 for supplying working hydraulic pressure to a release cylinder 30.
10, a negative pressure operating device 520 that operates the master cylinder 510, a negative pressure control valve 530 that variably controls the negative pressure of the negative pressure operating device 520, and a negative pressure vacuum tank 540 that supplies negative pressure. Is included.

The master cylinder 510 is a cylinder 512.
The piston 511 slides in the axial direction along the guide rod 515 to supply the amount of pressure oil corresponding to the stroke of the piston 511 to the release cylinder 30.

The negative pressure operating device 520 includes a piston 521 with a diaphragm that divides the inside of the device 520 into two chambers (A chamber and B chamber in the drawing), and a rod 523 axially biased by the piston 521. , Return spring 52
4 and a potentiometer 526 for detecting the operation stroke of the rod 523. The operation stroke of the rod 523 is determined by the diaphragm spring 1
72 is used as a signal indicating a substitute characteristic of the force pressing the pressure plate 146.

In the negative pressure actuating device 520, one chamber (A chamber) communicates with a negative pressure vacuum tank 540 via a negative pressure control valve 530.

The negative pressure supplied from the intake manifold 545 is stored in the negative pressure vacuum tank 540 through the one-way valve 543, and the negative pressure control including the duty solenoid 701 that operates according to the command of the control unit described later is performed. A negative pressure is controlled by the valve 530 to control the atmospheric pressure in the chamber A.

On the other hand, the other chamber (B chamber) formed through the piston 521 communicates with the atmospheric pressure through 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 701 operates to control the atmospheric pressure in the A chamber, and the rod 523 slides due to the pressure difference between the A chamber and the B chamber. The tip 525 of the rod 523 is connected to the tip of the piston 511 of the master cylinder 510 by a connecting rod 528 having an intermediate portion as 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 528 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 operating 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 shows the control unit 700 of the starting system 1 according to this embodiment.
3 is a diagram showing an input / output configuration of FIG. Control unit 7
Reference numeral 00 denotes a computer unit as a main component, and input signals to the input port thereof are detection signals indicating vehicle operating conditions and running conditions from various parts of the vehicle in which the power transmission device according to the present embodiment is mounted. As the detection signal, for example, a driver command signal (upshift, downshift, neutral, forward, reverse, etc.), a select position signal indicating what speed (for example, second speed) the current gear is, There are an accelerator opening signal indicating the amount of depression of the accelerator, 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 530 for controlling the operation of the release cylinder 30 is used.
A duty solenoid 701, a shift actuator 702 including a servo motor for moving a shift fork of the transmission 2, a throttle actuator 703 including a stepping motor for controlling engine rotation, and the like.
Further, in order to perform feedback control of the negative pressure control valve 530, the shift actuator 702, and the throttle actuator 703, a potentiometer 711, a shift position sensor 712, and an engine speed sensor 7 are provided, respectively.
The detection signal from 13 is input to the input port of the control unit 700.

FIG. 6 is an explanatory diagram 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 803 for instructing a neutral state are arranged.

An upshift button 804 for instructing an upshift and a downshift button 805 for instructing a downshift are arranged on the left side of the central portion of the steering wheel 800 as seen from the driver.

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 15 and the first clutch member 12
Is released.

That is, the release fork 21 works to release the urging force of the diaphragm spring 172, whereby the friction plates 131 and 132 of the second clutch member 15 held by the pressure plate 146 and the separate plate 143 are held.
Is released while slipping, and the connection of the friction plate 151 of the first clutch member 12 is released.

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 12 is first connected after the first speed gear is selected (S1003). This is because the diaphragm spring 17 applies a pressing force to connect only the first clutch member 12 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, when it is detected that the brake pedal is not depressed (S1005), and further that the accelerator pedal is depressed (S1006), the operating oil pressure in the release cylinder 30 is controlled. , The second clutch member 15 is slid and engaged (S10).
07).

As shown in FIG. 8, when the driver inputs the upshift button 804 or the downshift button 805 (S1050), the first clutch member 12 and the second clutch member 15 are released (S1052). 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 where the gear is not selected by a servo motor (not shown) (S1).
053).

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.

Then, the first clutch member 12 and the second clutch member 15 are connected (S1054). On this occasion,
The first clutch member 12 is connected without slipping, and the second clutch member 15 is connected while sliding (S1056). And the throttle actuator 7
03 is returned to its original position so as to correspond to the accelerator opening signal (S
1057).

(Effects of Embodiment) According to this embodiment, as the urging force of the diaphragm spring 172 to the pressure plate 146 increases, the friction plates 131 and 132 of the first clutch member 12 having a high friction coefficient are first provided. The torque transmission member 14 is connected with almost no slip.

Then, the friction plate 151 of the second clutch member 152 having a low friction coefficient is slipped and connected, and the connection of the second clutch member 15 is completed.

Since the connection of the friction plates 131 and 132 having the high friction coefficient is completed before the connection of the friction plate 151 having the low friction coefficient is completed, the shock due to the connection of the first clutch member 12 is hard to occur, and the connection shock is generated. Since the connection of the second clutch member 15 that does not easily cause the connection is completed, the connection shock is not generated.

When the output shaft 11 of the engine and the input shaft 16 of the transmission 2 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. Since the torque transmitting member 14 does not have an inherent inertia at the time of shifting, the torque transmitting member 1 as a whole is rotated.
4, the 1st clutch member 12, and the 2nd clutch member 15 are connected smoothly.

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 generated by the second 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.

(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 78 is arranged on the clutch drum of the flywheel 110 made of cast iron. 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 used.
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 plates 142, 143
Is 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.

In this embodiment, the first clutch member 12 is
Although a plurality of friction plates are provided, the friction plates may be a single plate. Also in this case, the joining force of the first clutch member 12 may be larger than that of the second clutch member 15 as a whole. Further, even if the joining force of the first clutch member 12 is smaller than that of the second clutch member 15 as a whole, as long as there is a difference in the joining force between the first clutch member 12 and the second clutch member 15, the present invention The same effect as can be obtained.

[0095]

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, before the joint of the second joint surface having a low joint force is completed,
In order to complete the joining of the first joining surface having a high joining force,
A shock due to the joining of the joining surfaces is unlikely to occur, and a smooth joining of the second joining surface having a low joining force completes the entire connection, so that no connection shock occurs.

In the present invention, in the state where the first joint surface is not joined, the torque transmission member rotates at a rotation 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 drag force generated between the first 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 transmission member is interposed between the clutch members, the application of the load by the load application means is released, and when the joining of the second joining surface is released, the second clutch member is connected to the first 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 second 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 Start Device 2 Transmission 3 Differential Device 11 Engine Output Shaft 12 First Clutch Member 14 Torque Transmission Member 15 Second Clutch Member 16 Transmission Input Shaft 20 Release Fork 30 Release Cylinder 75 Permanent Magnet 76 Aluminum Plate 77 Iron Plate 131 Friction plate 132 Friction plate 142 Separate plate 143 Separate plate 146 Pressure plate 172 Diaphragm spring 526 Potentiometer 530 Negative pressure control valve

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Masao Kawai 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Equas Research Co., Ltd. (72) Inventor Hideki Ariga 2-19 Sotokanda, Chiyoda-ku, Tokyo No. 12 within Equus Research Co., Ltd. (72) Inventor Toshihiro Shiima 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Within Equus Research Co., Ltd.

Claims (1)

[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 output shaft of the engine and a second clutch member connected to an input shaft of the transmission. 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 magnet is disposed on one of the member connecting the torque transmission member and the output shaft, and a conductive member through which an induced current caused by the magnet flows is disposed on the other. Characteristic starting device.