JPH08128459A - Starting device - Google Patents

Abstract

PURPOSE: To eliminate the generation of connection shock by carrying out the smooth connection, preventing the increase of dimension of the whole device, as for a starting device interposed between an engine side and a speed change device side. CONSTITUTION: Between an output shaft 1a and an input shaft 2a, the first and the second input members 10 and 20 are interposed in parallel. Further, the second input member 20 and a coupling 30 for start are interposed in series. The spring force of a return spring 127 is set smaller than that of a return spring 118, and when each load is applied integrally on the first and the second input members 10 and 20 by a load applying means 50, the second input member 20 is joined at first, and then the first input member 10 is joined. In the joint of the second input member 20, the coupling 30 for start acts as damper, while in the joint of the first input member, the input shaft 2a is in revolution because of the second input member 20, and in all the cases, the generation of connection shock is prevented. Further, the increase of the dimension of the whole device is prevented by inserting a thrust bearing 129 between the first and the second input members 10 and 20.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting device mounted on a vehicle such as an automobile, and more specifically, it is inserted between an output shaft of an engine and an input shaft of a transmission to change gears when starting. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting device that intermittently transmits and receives torque transmission between an engine and a transmission.

[0002]

2. Description of the Related Art In a vehicle equipped with a manual transmission, a starting device is interposed between an engine and the transmission for the purpose of interrupting torque transmission between the starting and shifting operations. .

Such a starting device is mainly composed of a clutch mechanism. This clutch mechanism generally includes a member that rotates integrally with the engine side and a dry friction material that rotates integrally with the transmission side. The clutch mechanism first separates (separates) the dry friction material from the rotating engine-side member (hereinafter referred to as "opposite member") at the time of starting or shifting the vehicle to cut off torque transmission between the two. Then, after the gear shifting operation is completed, the dry friction material is gradually pressed against the rotating counterpart member to cause both members to slide (slide), and the torque on the engine side is determined based on the frictional force acting between the two members. Gradually transmitted to the transmission side,
And finally, join both parts completely without slipping,
It is designed to transmit sufficient torque.

The dry friction material separates from, slides on, or joins the mating member, that is, disengages or slides the clutch.
Each connection operation is generally performed by the driver's fine adjustment of the clutch pedal depression amount.

When a friction material having a large (high) friction coefficient with the mating member is selected as the above-mentioned friction material, the frictional force acting between both members is large, so that the both members can be smoothly operated by the driver. It is difficult to join while sliding, and both members tend to join rapidly. For this reason, the difference between the engine speed and the transmission device speed is canceled at once, causing a connection shock.

On the other hand, when the friction coefficient between the friction material and the mating member is small (low), the frictional force acting between both members is small, so that even if the driver performs a somewhat rough clutch operation. A proper slippage occurs between the two members, so that no connection shock occurs. However, when the friction coefficient is small, the torque capacity per friction material is small, and sufficient torque cannot be transmitted as it is. Therefore, as a countermeasure, for example, the friction material has a large diameter or a large number of plates. The torque capacity is increased by making a plurality of them (JP-A-58-184321 and JP-A-1-158226).

[0007]

However, when the friction coefficient is reduced to reduce the connection shock to increase the diameter of the friction material, increase the number of discs, and increase the number of friction materials, the weight increases accordingly, which is required at the time of synchronization. There is a problem that the time is extended and the explanation of the terms of the entire apparatus becomes complicated.

Therefore, the present invention realizes a reduction in the time required for synchronization and a reduction in connection shock when the output shaft of the engine and the input shaft of the transmission are connected and disconnected, and the structure of the entire device is complicated. It is an object of the present invention to provide a starting device that suppresses deterioration.

[0009]

SUMMARY OF THE INVENTION A starting device according to the present invention has been made in view of the above circumstances, and includes an output member that is connected to an output shaft of an engine and that rotates integrally with the output shaft, and a gear shift mechanism. A first input member and a second input member that rotate integrally with an input shaft of the apparatus, a torque transmission member that is rotatably held relative to the input member and the output member, the torque transmission member, and the output member. A starting coupling that is interposed between the first input member and the second input member and that transmits torque while permitting relative rotation between these two members; A bearing which is held by at least one of the first input member and the second input member and allows relative rotation between the first input member and the second input member, and the first input member, the bearing, and the second input member. The torque A load applying means for sandwiching the reaching member and the output member and applying a load integrally between these members; and a torque transmitting member and a second member when the load is applied integrally by the load applying means. And a joint setting means for terminating the joint between the first input member and the output member after the joint with the input member is completed.

The bearing may be a thrust bearing.

The joint setting means may be a return spring.

The starting coupling has a magnet member disposed on one of the output member and the torque transmission member and a conductive member disposed on the other of the output member and the torque transmission member. The member may be arranged so as to be rotatable relative to each other with a predetermined gap.

The starting coupling can be a viscous coupling, a fluid coupling, or a coupling having an electrode plate and an electrorheological fluid.

[0014]

According to the present invention, based on the above construction, an output member connected to the output shaft of the engine and rotating integrally with the output shaft, a first input member and a first input member rotating integrally with the input shaft of the transmission are provided. Since it has two input members and a torque transmission member that is rotatably held relative to these input member and output member, when a load is applied integrally by the load applying means, the second input member is first used. Join together. At this time, the torque transmitted by the starting coupling is transmitted to the second input member and output to the input shaft. Then, when a further load is applied, the connection of the first input member is completed. At this time, the torque from the engine is transmitted from the first input member without passing through the second input member.

The starting coupling, which is inserted between the torque transmitting member and the output member and transmits torque while allowing relative rotation between both members, is referred to as a conventional manual starting device (manual transmission). However, in a half-clutch state, in an automatic transmission, a creep phenomenon can be created without operating the clutch.

Therefore, the torque transmission at the time of starting and shifting is smoothly performed, and when the first input member is joined to the input shaft, the second input member is joined before that.
The starting coupling acts as a damper when the second input member is connected, and a connection shock can be avoided. When shifting to normal running after the shift is completed, the power of the output shaft of the engine can be sufficiently transmitted to the input shaft of the transmission by joining the first input member. A load is integrally applied to the first and second input members by the load applying means, and the second input member is joined earlier than the first input member by the joining setting means (for example, return spring).
Since the power has already been transmitted through the second input member when the first input member is joined, there is no possibility that a connection shock will occur even when the first input member is joined.

Further, by inserting a bearing (for example, a thrust bearing) between the first input member and the second input member, one input member can support the other input member in a relatively rotatable manner. Therefore, the configuration can be simplified as compared with, for example, a case where each input member is rotatably supported by an individual bearing.

In transmission of power during shifting, it is not always necessary to transmit torque from the second input member after completion of torque transmission by the first input member. Both may be overlapped. By doing so, the time required for shifting can be shortened.

For the purpose of simply reducing the connection shock, it suffices to provide only the starting coupling on the second input member. In this case, however, the second input is provided at the time of synchronization. The member becomes a burden on the synchronization mechanism and the synchronization time is extended. Therefore, a second input member is arranged in series with the starting coupling, and at the time of synchronization, the second input member is cut off as needed to prevent dragging.
In this case, the starting coupling and the second input member can be arbitrarily arranged on the engine side or the transmission side of the installation position, and in any case, the above-mentioned connection shock is reduced. The same works to reduce the load on the synchronization mechanism.

Specific examples of the starting coupling include a combination of a magnet member and a conductive member, a viscous coupling fluid coupling, and an electrode plate and an electrorheological fluid. These are different from the general mechanical clutches that utilize mechanical force based on the friction and meshing of the clutch plates, and are different between the engine-side member and the transmission-side member that form the starting coupling. To
Induced current based on magnetic force and relative rotation acting on each, and magnetic effect by magnetic force Shearing force against fluid Rotational kinetic energy of fluid Shearing force of electrorheological fluid is used.

In the case of utilizing the frictional force of the electrorheological fluid, the magnitude of the power to be transmitted can be easily adjusted by the viscosity of the fluid that has been electrically changed. Therefore, this starting coupling is used as the second input. When arranged in series with the member, the second input member can be omitted in principle, but it has not yet been put into practical use.

[0022]

Embodiments of the present invention will be described below with reference to the drawings. <Embodiment 1> As shown in FIG. 1, a starting device 1 according to the present invention includes a first input member (hereinafter referred to as "first clutch") 10, a second input member (hereinafter referred to as "second clutch"). 20), torque transmission member (clutch drum) 14
0, starting coupling 30, and load applying means 50
It has. Further, in the starting device 1, a bearing (thrust bearing) 129 is interposed between the first clutch 10 and the second clutch 20. Hereinafter, they will be described in order. Note that FIG. 4 is a diagram schematically showing a schematic configuration of the starting device 1 shown in FIG. 1.

The first clutch 10 is the starting device 1 shown in FIG.
As shown in the vertical sectional view of FIG.
The left side of the figure is "rear" and the right side is "front". ), An output member (hereinafter referred to as a “flywheel”) 111 and an output member (hereinafter referred to as a “clutch plate”) 112 bolted together, a first clutch member 113 disposed behind the output member 112, and further thereafter. And a clutch plate 115 disposed on one side. The first clutch member 113 includes a clutch hub 116 spline-coupled to the outer peripheral surface on the front end side of the input shaft 2a, and a damper (buffer member).
117 and a clutch disc 119. The clutch disc 119 is configured by attaching friction materials to both front and back surfaces of a single annular metal plate.
The damper 117 smoothes the torque fluctuation of the engine, and several dampers 117 are arranged in the circumferential direction. Each damper 1
Reference numeral 17 denotes three members, that is, the clutch disc 11
It is composed of a member connected to the 9 side, a member connected to the clutch hub 116, and a damper spring interposed between these members in the circumferential direction. Clutch disc 119
The torque transmitted to is input to the input shaft 2a in a smoothed state as the damper spring expands and contracts in the circumferential direction. The above-mentioned clutch plates 112, 115
Rivets 113a and 115 near the respective outer peripheral portions.
The return springs 118 fixed by a are connected at several points in the circumferential direction.

The first clutch 10 is, as described above, the clutch plates 112 and 11 which rotate integrally with the output shaft 1a.
5 and a first clutch member 113 which is splined to the input shaft 2a and rotates integrally with the input shaft 2a. In the present embodiment, this constitutes the first power transmission system I as it is.

The second clutch 20 is the first clutch 1
No. 0 clutch plate 115, a clutch plate 121 arranged rearward of the clutch plate 115, a second clutch member 122 arranged immediately behind the clutch plate 121, and a clutch plate (hereinafter referred to as “pressure plate”) 123 arranged further behind the clutch plate 121. It has and. The second clutch member 122 is the clutch plate 1 disposed behind the first clutch member 113.
21 and just behind the clutch hub 116 of the first clutch 10, similarly, a clutch hub 125 and a clutch disc 126, which are splined to the input shaft 2a, are provided. The material is attached. Clutch plate 121 and pressure plate 123
As shown in FIG. 2, three return springs 127 fixed by rivets 121a and 123a are connected to the respective outer peripheral portions thereof. A rivet 14 is further provided near the outer peripheral portion of the clutch plate 121.
Two connecting plates 145 are fixed by 2b. The three connecting plates 145 are fixed to a ring member 142 that constitutes a part of the clutch drum 140 as a torque transmitting member, and are composed of spring members that urge the pressure plate 123 behind the clutch plate 121. Has been done. Regarding the spring force of the return springs 118 and 127 described above, the spring force of the latter return spring 127 is set to be smaller. Thereby, as will be described later, the first clutch 10 and the second clutch 20.
When a load is integrally applied to the second clutch 20, the second clutch 20 on the side on which the return spring 127 having a small spring force is mounted is connected first.

The clutch drum 140 is arranged between the flywheel 111 and the rear clutch plate 112, and the flywheel 1 is provided by the bearing Br on the inner peripheral side.
Closure wall 141 rotatably held on the inner peripheral side of 11
In the vicinity of the outer peripheral portion of the closing wall 141, the clutch cover 14 bolted together with the ring member 142 described above.
3. A rotation stopper 143a is formed on the inner peripheral side of the rear end of the clutch cover 143.
The second clutch 20 described above is attached to the detent 143a.
The engagement member 128 bolted to the pressure plate 123 of FIG. As a result, the clutch drum 140,
The pressure plate 123 and the clutch plate 121 of the second clutch 20 are configured to rotate integrally.

A thrust bearing 129 is inserted between the clutch plate 115 on the rear side of the first clutch 10 and the clutch plate 121 on the front side of the second clutch 20. By means of this thrust bearing 129, both clutch plates 115, 121 are integrated so as to be relatively rotatable.

The starting coupling 30 includes an aluminum plate 32 as a conductive member incorporated in the front surface side of the clutch plate 112 of the first clutch 10 and a rear surface side of the closing wall 141 of the clutch drum 140 which is a rotating member. And a permanent magnet 31 incorporated therein. Permanent magnet 31
Is a partially cutaway perspective view of FIG. 3 (note that the figure shows the permanent magnet 31 and the aluminum plate 32 in FIG. 1 with their positions reversed). And are arranged alternately in the circumferential direction. A ferrite magnet is generally used as the permanent magnet 31, but a samarium-cobalt magnet or the like having high heat resistance may be used. The aluminum plate 32 is formed in an annular shape and has a permanent magnet 31.
Are arranged facing each other through a predetermined gap. In the starting coupling 30, when the aluminum plate 32 integrated with the clutch plate 112 on the output shaft 1a side is rotated and the magnetic flux of the permanent magnet 31 is traversed by the aluminum plate 32, an induced current is generated in the aluminum plate 32. Due to the interaction between the induced current and the permanent magnet 31, a magnetic drag force is generated between the clutch plate 112 and the closing wall 141. As a result, the clutch drum 140 is connected to the flywheel 11 on the output shaft 1a side.
The torque that tries to rotate in the same direction as 1 is applied.
In addition, the above-mentioned magnetic drag is generated by the clutch plate 112.
It is generated in a size corresponding to the difference in rotation speed between the (flywheel 111) and the clutch drum 140. The above-mentioned "starting coupling" does not transmit power by mechanical frictional force or meshing, but is mechanically non-contact, for example, magnetic force, fluid frictional force, fluid shearing force. Etc. shall mean a coupling that transmits power. Therefore, torque transmission through the starting coupling 30 is smoothly performed.

In the following description, the contacting / separating state of the first clutch 10 or the second clutch 20 is divided into three, that is, the joining state in which the first clutch 10 or the second clutch 20 is in contact with each other without sliding (relative rotation), and the sliding state. While explaining, the description will be divided into a sliding state where they are in contact with each other and a separated state where they are apart without contacting each other. Therefore, regarding the torque transmission in the first and second clutches 10 and 20, basically, 100% in the engaged state, 0% in the disengaged state, and 100% and 0% in the slidable state depending on the load. And each shall be carried out.

The load applying means 50 is arranged in the order of load transmission,
The release cylinder 51, which is disposed above in FIG. 1 and serves as a load generation source, has a vertically elongated upper end 52a that abuts the rear end of the release cylinder 51 and a lower end 52b near the center of the input shaft 2a. The release fork 52 disposed, the release bearing 53 disposed immediately in front of the lower end 52b of the release fork 52, and the inner peripheral end 55a are brought into contact with the front end of the release bearing 53, and the outer peripheral end 55b is connected to the pressure plate 123 described above. It has a diaphragm spring 55 that is in contact with the rear end face of the diaphragm.

The release cylinder 5 will be described below.
Reference numeral 1 denotes a cylinder body 51a, a piston 51b that slides back and forth in the cylinder body 51a, a rod 51c that moves back and forth integrally with the piston 51b, and a return spring (joint setting means) 51d connected to the front end of the piston 51b.
Have and. When pressure oil is supplied from the port 51e, the release cylinder 51 pushes the rod 51c rearward through the piston 51b, thereby moving the upper end 52a of the release fork 52 rearward. .

The release fork 52 has a swing center 52c below the middle of the upper end 52a and the lower end 52b. From the rear of the swing center 52c, the head of the support bolt 52d screwed into the case body 1b is in contact. A linear return spring (not shown) is attached to the support bolt 52d, and the release fork 5
The whole 2 is urged in the clockwise direction in the figure with the swing center 52c as an axis. As a result, the upper end portion 52a of the release fork 52 lightly contacts the rear end of the rod 51c of the release cylinder 51 and follows the back-and-forth movement of the rod 51c, while the lower end portion 52b of the release fork 52 is positioned. The position of the lower end portion 52b can be adjusted in the front-rear direction by the screwing amount of the support bolt 52d with respect to the case body 1b described above. When the upper end 52a of the release fork 52 is pushed rearward by the release cylinder 51, the swing center 52c is released.
Is shifted downward, the pressing force applied to the upper end portion 52a is increased in the lower end portion 52b toward the front. When the upper end 52a is pulled back forward, the lower end 52b moves backward.

The release bearing 53 is formed in an annular shape as a whole and is arranged so as to be slidable in the front-rear direction with respect to the case body 1b. The release bearing 53 engages with the lower end portion 52b of the release fork 52 to engage and disengage the engaging portion 5.
3a, the lower end portion 52b moves forward and comes into contact with the engaging portion 53a, and the whole moves forward through the engaging portion 53a. Further, the lower end portion 5 with respect to the engaging portion 53a
Release bearing 5 with the engagement of 2b released
The diaphragm 3 is brought into contact with the positioning member 1c of the case body 1b by a diaphragm spring 52 described later. It should be noted that this position sets the urging force applied to the pressure plate 21 by the diaphragm spring 55, and the urging force is such that both the first clutch 10 and the second clutch 20 described above are in the engaged state. In other words, it corresponds to a force sufficient to sufficiently connect the output shaft 1a of the engine and the input shaft 2a of the transmission so that torque can be transmitted.

The diaphragm spring 55 is formed in a bowl shape and has an inner peripheral end 55a abutting on the front end of the release bearing 53 and an outer peripheral end 55b abutting on the rear end face of the pressure plate 21. Diaphragm spring 55
Is clamped by front and rear wire rings 55d and 55e supported by a support member 55c fixed to the clutch cover 26 near the outer peripheral end 55b. When the inner peripheral end 55a moves forward against the urging force of the diaphragm spring 55 as the release bearing 53 moves forward, the outer peripheral end 55b moves rearward around the wire rings 55d and 55e. , The first clutch 10 and the second clutch 20 are separated. On the other hand, when the release bearing 53 is not biased forward, the inner peripheral end 55a of the diaphragm spring 55 presses the release bearing 53 against the positioning member 1c, and the outer peripheral end 55b biases the pressure plate 21 forward.

In the state shown in FIG. 6, that is, in the state where the hydraulic pressure applied to the release cylinder 51 is the lowest, the load applying means 50 described above is located at the foremost end with the piston 51b of the release cylinder 51. The tip of the rod 51c is also arranged at a position closest to the front side, and the release fork 52 in which the movement of the upper end portion 52a follows the movement of the tip of the rod 51c, the lower end portion 52b is located at the rearmost end, and the release fork 53 is Is disengaged. Therefore, the release bearing 53 is biased rearward by the inner peripheral end 55a of the diaphragm spring 55, and its rear end is brought into contact with the positioning member 1c of the case body 1b to stop. At this time, the outer peripheral edge 55b of the diaphragm spring 55 urges the pressure plate 123 forward.
The pressure plate 123, which is biased forward, sandwiches the second clutch member 122 between it and the front clutch plate 121, so that the clutch plate 115 of the first clutch 10 moves forward. The first clutch member 113 is sandwiched between and. At this time, the load applied to the pressure plate 123 by the diaphragm spring 55 becomes maximum, and the first clutch 10 and the second clutch 20 are also in the engaged state, so that a sufficient amount of force is exerted from the output shaft 1a of the engine to the input shaft 2a of the transmission. Torque can be transmitted.

On the other hand, the piston 5 of the release cylinder 51
When the rod 51c is moved rearward through 1b,
The lower end portion 52b of the release fork 52 is engaged with the release bearing 53 and moved forward, whereby the inner peripheral end 55a of the diaphragm spring 55 is pushed forward and the outer peripheral end 55b is moved rearward so that the pressure plate The load applied to 123 is released. The magnitude of the load on the pressure plate 123 differs depending on the position of the outer peripheral end 55b of the diaphragm spring 55 at this time, and the sliding movement of the second clutch 20 and the first clutch 10 described later corresponds to the magnitude of the load. The state and the separated state are realized. Also,
The position of the outer peripheral end 55b corresponds to the position of the tip of the rod 51c of the release cylinder 51, that is, the upper end portion 52a of the release fork 50, and therefore the upper end portion 52b.
By appropriately adjusting the position of the tip of a (adjusting the stroke), it is possible to set the above-mentioned three states, the joining state, the sliding state, and the separated state. In addition,
The stroke of the upper end portion 52a is controlled by the pressure oil supplied to the release cylinder 51 by a hydraulic control unit (not shown).

The description of each member and the like is completed above, and then the starting and shifting operations of the entire starting device 1 will be described.

When the driver depresses the clutch pedal prior to starting, the release cylinder 51 is actuated via the hydraulic control means and the upper end 52a of the release fork 52 is pushed rearward, whereby the diaphragm spring 5 is moved.
The outer peripheral end 55b of 5 moves rearward, the load P urging the pressure plate 123 forward becomes 0, and the second clutch 20 and the first clutch 10 are in the disengaged state. At this time, the output shaft 1a of the engine rotates idling,
The flywheel 111 and the clutch plate 112, which are integrated with this, rotate. The vehicle is stopped. At this time, the clutch drum 140 is rotating slower than the rotation speed of the clutch plate 112 due to the above-mentioned magnetic resistance. In this state, since the second clutch 20 and the first clutch 10 are in the separated state, the torque of the output shaft 1a is not transmitted to the input shaft 2a.

When the driver selects the first speed of the transmission through, for example, a change lever (not shown) and then gradually releases the clutch pedal, the return spring 127 is released.
Against the urging force of the clutch plate 12
The second clutch member 122 is clamped by moving toward 1, and first, the second clutch 20 is brought into a sliding state and subsequently in a joined state. As a result, the power of the output shaft 1a is generated by the clutch plate 112, the starting coupling 30, the clutch drum 140, the pressure plate 123, and the clutch plate 12.
The input shaft 2 through the first and second clutch members 122.
is transmitted to a. That is, the second power transmission system shown in FIG.
Torque is transmitted via II. This second power transmission system
Since the starting coupling 30 is inserted in the II as described above, a creep state is automatically created, and therefore, the driver depresses the clutch pedal to create a so-called half-clutch state. There is no need to gradually loosen it. Further, there is no connection shock of the second clutch 20.

When the clutch pedal is further released, this time, the first clutch member 113 is disengaged from the clutch plates 115, 1 against the biasing force of the return spring 118.
It is clamped by 12, slides, and is further joined. As a result, the power of the output shaft 1a is transmitted to the clutch plates 112, 1
15, and is transmitted to the input shaft 2a via the first clutch member 113. That is, the torque is transmitted via the first power transmission system I shown in FIG. At this time, the first clutch member 113 is rotated at a speed slightly slower than that of the output shaft 1a by the power transmitted through the second power transmission system II described above, so that the first clutch member 113 rotates integrally with the output shaft 1a. Even if the clutch plate 112 is joined, the connection shock does not occur.

In contrast to the above starting time, when shifting,
In the case of an upshift, the engine speed after shifting becomes low, and in the case of a downshift, the engine speed after shifting becomes high.

In the case of an upshift, first, the first clutch 10 is in the disengaged state or the sliding state by depressing the clutch pedal, and then the second clutch 20 is in the disengaged state. Then, the gear ratio of the transmission is changed, and the second clutch 20 and the first clutch 10 are in the engaged state again. At this time, the permanent magnet 31 and the aluminum plate 32 described above are used.
The interaction with facilitates the connection.

Assuming, for example, that the vehicle speed is constant, the engine rotates at 4000 rpm before the gear shift, and becomes 2250 rpm after the gear shift, when there is no interaction as described above, the clutch hub 112 has the first clutch. At the time when it was connected to 10 (before shifting), the engine speed is kept 4000 rpm due to inertia.

Since it is usual to make the accelerator opening small during an upshift, the engine speed decreases during a gear shift. Further, since the rotation speed of the input shaft 2a becomes 2250 rotations after the gear shift depending on the gear ratio, the pressure plate 1
Only the clutch drum 140 including 23 will maintain high rotation, and the smoothness of connection will be impaired. However, because of the interaction described above, the starting coupling 30 also has a rotational speed corresponding to the engine rotation, so that the first clutch 10 and the second clutch 20 are smoothly connected as a whole. This also applies to downshifts.

The effects of this embodiment can be summarized as follows. As the urging force (load) of the diaphragm spring 55 to the pressure plate 123 increases, first, the pressure plate 123
And the second clutch 20 are joined. The joining is smoothly performed by the action of the starting coupling 30 without a connection shock.

Next, the first clutch 10 is joined.
Since the second clutch 20 is engaged before the first clutch 10 is engaged, the connection shock due to the engagement of the first clutch 10 does not occur.

When the output shaft 1a of the engine and the input shaft 2a of the transmission are connected, the magnetic interaction between the permanent magnet 31 of the starting coupling 30 and the aluminum plate 32 causes the clutch drum 140 to move to the clutch plate 112. Since the clutch drum 140 does not have an inherent inertia at the time of gear shifting because it rotates following the rotation of, the synchronization time can be shortened without imposing an unnecessary burden on the synchronization mechanism. As a whole, the clutch is connected smoothly.

Furthermore, since the clutch drum 140 rotates following the rotation of the clutch plate 112 when the vehicle is stopped, the load of the diaphragm spring 55 on the pressure plate 123 is applied to the pressure plate by the second clutch 20. When the joined state in which 123 and the second clutch member 122 are joined is maintained, effects such as so-called creep are less likely to occur and engine stall is less likely to occur, and slope start is easy. In addition, a thrust bearing 129 is interposed between the clutch plate 115 that constitutes a part of the first clutch 10 and the clutch plate 121 that constitutes a part of the second clutch 20. Clutch plate 11 by 129
5, 121 are arranged so as to be rotatable relative to each other. Therefore, it is possible to rotatably support the other clutch plate by one clutch plate of the both clutch plates 115 and 121, as compared with the case where each clutch plate is individually rotatably supported by a support member. , One support member can be omitted and therefore
The overall configuration can be simplified.

FIG. 4 is a diagram schematically showing the overall structure of the starting device 1 of the above-described first embodiment, as described above. Hereinafter, the figure will be briefly described as a summary of the first embodiment.

FIG. 4 shows the first embodiment as described above.
It is a figure which shows typically the schematic structure of the starting device 1 of FIG. Hereinafter, the configuration and operation of the starting device 1 according to the first embodiment described above will be summarized with reference to the same drawing.

In a vehicle such as an automobile, the starting system of the first embodiment is inserted between the output shaft 1a of the engine E / G and the input shaft 2a of the transmission T / M, and between the two shafts. The transmission of torque is interrupted.

The starting device 1 is provided with a first power transmission system I and a second power transmission system II arranged in parallel with each other between the input shaft 1a and the output shaft 2a. .

The first power transmission system I includes the first clutch 1
On the other hand, the second power transmission system II has a second clutch 20 and a starting coupling 30 arranged in series with the second clutch 20. These two clutches 10, 20
They are connected in parallel and via a thrust bearing 129, and the load application means 50 (not shown in the drawing) described above applies and releases the integrated load.
Further, the clutch plate 112 forming a part of the first clutch 10 and the aluminum plate 32 forming a part of the starting coupling 30 are integrally formed.

Next, the operation of the starting device 1 having the above-mentioned structure will be briefly described. In the starting device 1 shown in FIG. 4, the functions of the first power transmission system I and the second power transmission system II are clearly distinguished. That is, the first power transmission system I
Is mainly used for torque transmission during normal traveling, while the second power transmission system II is mainly used for torque transmission during starting and shifting.

When the output shaft 1a is rotating, its rotational force is smoothly passed through the starting coupling 30 to the second position.
Is transmitted to the power transmission system II of. The first and second clutches 10 and 20 are disengaged at the time of shifting. Speed change (gear change)
After the completion, when the load is applied to both clutches 10 and 20 integrally, as described above, the return springs 127 and 11 are returned.
The second clutch 20 is first engaged by the difference in the spring force of 8. As a result, torque is transmitted between the output shaft 1a and the input shaft 2a via the second power transmission system II. This torque is transmitted smoothly and no connection shock or the like occurs. This is because the starting coupling 30 arranged in the second power transmission system II functions as a kind of damper.

Subsequently, the first clutch 10 is engaged. At this time, the rotational speed of the input shaft 2a is increased to near the output shaft 1a by the first power transmission system I, so the connection shock is reduced.

Further, when the input shaft 2a is synchronized, the inertial mass can be reduced by disengaging the first and second clutches 10 and 20, thereby eliminating an unnecessary burden on the synchronizing mechanism and making it possible to achieve the required synchronization. The time can be shortened.

Further, as shown in the figure, one thrust bearing 129 interposed between the first clutch 10 and the second clutch 20 supports both clutches 10 and 20 in a relatively rotatable manner. Therefore, the configuration is simplified. <Embodiment 2> Embodiment 4 shown in FIG. 5 differs from Embodiment 1 described above in that the starting coupling 30 is disposed at a different position. Note that FIG. 6 schematically shows a schematic configuration of the starting device 1 of FIG. Starting coupling 30
The configuration other than that the arrangement position of
Is the same as

As shown in FIG. 5, the permanent magnet 31 is arranged on the front end side of the closing wall 141 of the clutch drum 140, while the aluminum plate 32 paired with the permanent magnet 31 is arranged on the rear end side of the flywheel 111. It was set up. As a result, the second power transmission system II (see FIG. 6) connecting the output shaft 1a and the input shaft 2a is composed of the flywheel 111, the starting coupling 30, the clutch drum 140, and the second clutch 20. Will be. Operations such as torque transmission during gear shifting are substantially the same as those in the first embodiment, and therefore description thereof is omitted.

The advantage of the second embodiment is that the starting coupling 1 is disposed at a position where the coupling 30 for starting is arranged more than in the case of the first embodiment.
Since it is set to a portion close to the outer side of the aluminum plate 32, it is possible to effectively cool the aluminum plate 32 which generates heat due to the induced current. <Embodiment 3> As the starting coupling 30 described above,
The permanent magnet 31 and the aluminum plate 3 described in the first embodiment.
Other than the combination of the two, for example, a viscous coupling, a fluid coupling, a magnetic coupling, and one using an electrode plate and an electrorheological fluid can be used.

Here, a brief description will be given of a device using the last electrode plate and an electrorheological fluid. In this device, two electrodes are arranged so as to face each other in a non-contact state, and
An electrorheological fluid (ER fluid) is interposed. This electrorheological fluid is one whose viscosity increases when an electric field is applied, and by utilizing this property, the starting coupling 30
It is possible to change the power transmitted by.

[0062]

As described above, in the starting system of the present invention, the output member connected to the output shaft of the engine and rotating integrally with the output shaft, and the first member rotating integrally with the input shaft of the transmission. And a second input member, a torque transmission member rotatably held relative to the input member and the output member, and a torque transmission member interposed between the torque transmission member and the output member to allow relative rotation between the two members. When a starting coupling for transmitting torque is provided and an integral load is applied by the load applying means, the second input member (second clutch) is first joined and then the first input member ( The first clutch) is joined. Furthermore, when only the second input member is connected, the input shaft is connected via the starting coupling. Therefore, it is sufficient for the second input member to have the torque transmission capacity required at the time of starting, so that the structure of the second input member can be simplified.

By disposing a bearing which is held by at least one of the first input member and the second input member and allows relative rotation between these members, one input member can input the other input. Since the members can be supported so as to be rotatable relative to each other, for example, the configuration can be simplified as compared with the case where the respective input members are rotatably held by separate bearings.

Further, when the second input member is connected, since the starting coupling acts as a damper, the connection is smoothly performed without a connection shock. Further, when the first input member is connected, since the input / output shafts are connected by the torque set by the starting coupling by the connection of the second input member, the connection is smoothly performed without a connection shock. .

Further, when shifting, the second input member can be disconnected from the input shaft of the transmission by cutting the second input member, so that the inertia can be reduced and the time required for synchronization can be shortened. it can.

When the clutch is operated so that only the second input member is connected, a creep state in the automatic transmission occurs due to the torque transmission through the starting coupling, and even when starting or on a slope. No more stalling.

[Brief description of drawings]

FIG. 1 is a vertical cross-sectional view showing the configuration of a starting device according to a first embodiment.

FIG. 2 is a front view showing a state in which the ring member and the clutch plate and the clutch plate and the pressure plate of the first embodiment are connected.

FIG. 3 is a partially cutaway perspective view showing the configuration of a starting coupling of the first embodiment.

FIG. 4 is a diagram schematically showing a schematic configuration of a starting device according to the first embodiment.

FIG. 5 is a vertical cross-sectional view showing the configuration of a starting device according to a second embodiment.

FIG. 6 is a diagram schematically showing a schematic configuration of a starting device according to a second embodiment.

[Explanation of symbols]

 1 Starting Device 1a Output Shaft 2a Input Shaft 10 First Input Member (First Clutch) 20 Second Input Member (Second Clutch) 30 Starting Coupling 31 Magnet Member (Permanent Magnet) 32 Conductive Member (Aluminum Plate) ) 50 load applying means 111 output member (flywheel) 112 output member (clutch plate) 118, 125 joint setting means (return spring) 129 bearing (thrust bearing) 140 torque transmission member (clutch drum) I first power transmission system II Second power transmission system

Claims (7)

[Claims] 1. An output member connected to an output shaft of an engine and rotating integrally with the output shaft, a first input member and a second input member rotating integrally with an input shaft of a transmission, and these input members. And a torque transmission member rotatably held relative to the output member, and a starter that is inserted between the torque transmission member and the output member and that transmits torque while allowing relative rotation between these members. Coupling, and the first input member and the second input member, which are interposed between the first input member and the second input member and are held by at least one of the first input member and the second input member. A bearing that allows relative rotation between the input member and the first input member, the bearing, and the second input member are sandwiched between the torque transmission member and the output member, and a load is integrally applied between these members. Grant A load applying means, if integrally load is applied by 該荷 heavy application means,
A starting setting device, comprising: a joining setting unit that terminates the joining between the first input member and the output member after the joining between the torque transmission member and the second input member is finished. 2. The starting device according to claim 1, wherein the bearing is a thrust bearing. 3. The starting device according to claim 1, wherein the joint setting means is a return spring. 4. The starting coupling has a magnet member arranged on one of the output member and the torque transmission member and a conductive member arranged on the other of the output member and the torque transmission member. The starting device according to any one of claims 1 to 3, wherein the conductive member is disposed so as to be rotatable relative to each other with a predetermined gap therebetween. 5. The starting device according to any one of claims 1 to 3, wherein the starting coupling is a viscous coupling. 6. The starting device according to claim 1, wherein the starting coupling is a fluid coupling. 7. The starting device according to claim 1, wherein the starting coupling is a coupling including an electrode plate and an electrorheological fluid.