JPH08149791A - Launching system - Google Patents

Abstract

PURPOSE: To decrease THE torque to be transmitted in a low r.p.m. region and to increase THE torque to be transmitted in a high r.p.m. region. CONSTITUTION: A magnetic coupling comprises a permanent magnet 32 and a driven member 33 comprising an annular secondary conductive material 91 and a first annular iron plate 85. The secondary conductive material 91 comprises a second iron plates 92 and a torque regulation member 86 comprising secondary conductive members disposed in the front and rear surfaces of the secondary iron plate 92 while being connected electrically to form a plurality of closed circuits. When the r.p.m. is low, the eddy currents induced in the front and rear surfaces of the second iron plate 92 are canceled each other and the torque to be transmitted can be reduced correspondingly.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting device.

[0002]

2. Description of the Related Art Conventionally, in a manual transmission for a vehicle,
A starting device is disposed between the engine and the transmission, and the starting device intermittently connects the engine and the transmission to allow torque to be selectively transmitted to the transmission. In this case, in the starting device, a dry single-plate clutch plate is arranged between the flywheel to which torque is transmitted and the pressure plate, and the friction plate is arranged on the clutch plate. The flywheel and the pressure plate are disengaged by selectively sandwiching the clutch plate by the flywheel and the pressure plate.

[0003]

However, in the above-described conventional starting device, when a friction plate having a high friction coefficient is used, the clutch plate and the pressure plate can be engaged while sliding the friction plate. Can not. Therefore,
When the engine and the transmission are connected by the starter, the engine speed and the input side speed of the transmission momentarily become equal to each other, causing a shock.

On the other hand, when a friction plate having a low coefficient of friction is used, the clutch plate and the pressure plate can be engaged while sliding the friction plate. There is no shock when connected. However, since the torque capacity of the starting device becomes small, it is necessary to dispose a plurality of friction plates to increase the number of plates. As a result, the weight of the starting device is increased, the inertia of the input side of the transmission is increased, the load on the synchronization mechanism of the transmission is increased, and the time until the transmission is synchronized becomes longer.

Therefore, a shock does not occur when the engine and the transmission are connected, the load on the synchronization mechanism of the transmission can be reduced, and the time taken for the transmission to synchronize can be shortened. A starting device is provided (see Japanese Patent Application No. 5-355299). In the starting device, the input shaft of the transmission is connected to the speed change clutch member, the output shaft of the engine is connected to the start clutch member, and the torque transmission member is interposed between the speed change clutch member and the start clutch member. Is rotatably disposed so that the shift clutch member and the start clutch member can be engaged and disengaged. Further, the torque transmission member can be rotated by the magnetic drag force generated by the rotation of the engine.

In this case, for example, when the shift clutch member and the torque transmission member are engaged with each other while the clutch pedal is slightly depressed, the torque of the engine is transmitted to the torque transmission member by the magnetic drag, and the half torque is transmitted. A clutch condition is established. Further, when the clutch pedal is returned to the original position and the starting clutch member, the speed change clutch member and the torque transmission member are engaged with each other, the torque of the engine is directly transmitted to the input shaft of the transmission and the clutch engagement state is formed. .

In this type of starting device, a magnetic coupling is used to generate the magnetic drag. The magnetic coupling is a permanent magnet mounted on the output shaft side of the engine, and a core material mounted on the torque transmission member side and having a secondary conductive material and a rear surface of the secondary conductive material. And a drive member. Then, the permanent magnet and the secondary conductive material are opposed to each other with a slight gap (clearance) so that the magnetic flux generated by the permanent magnet links the secondary conductive material. When the permanent magnet is rotated by transmitting the rotation from the engine, the amount of magnetic flux linking the secondary conductive material changes, and the eddy current due to electromagnetic induction is generated in the secondary conductive material corresponding to the amount of change in the magnetic flux. Flows. as a result,
A magnetic drag is generated by the interaction between the eddy current and the magnetic flux, and the secondary conductive material is rotated.

The magnetic coupling may be composed of a drive member mounted on the output shaft side of the engine and a permanent magnet mounted on the torque transmission member side. By the way, the rotational speed and the torque transmitted by utilizing electromagnetic induction change logarithmically.

Therefore, when the shift clutch member is engaged when the engine is in the idling state, the torque transmitted by the magnetic coupling becomes larger than the torque generated by the engine, which may cause engine stall. The present invention solves the problems of the conventional starting device, in which the torque transmitted by the magnetic coupling is small in the low rotation speed region, and the torque transmitted by the magnetic coupling in the high rotation speed region. It is an object of the present invention to provide a starting device having a large torque transmission characteristic.

[0010]

To this end, in the starting device of the present invention, a magnetic coupling for transmitting torque by a magnetic drag force and a disengageably disposed magnetic coupling are used to prevent the engine from rotating when the engine is rotated. It has a starting clutch member that is received via a coupling and is transmitted to the transmission, and a transmission clutch member that is disengageably disposed and that directly receives rotation of the engine when engaged and transmits it to the transmission.

The magnetic coupling has an annular permanent magnet formed by alternately arranging magnetic poles different from each other, and an annular permanent magnet arranged to face the permanent magnet with a slight gap. And a driven member. The driven member includes an annular secondary conductive member and an annular first iron plate arranged on the back surface of the secondary conductive member.

Further, the secondary conductive member is composed of a second iron plate and a torque adjusting member, and the torque adjusting member is disposed on the front surface and the back surface of the second iron plate and electrically connected to each other. It comprises a secondary conductive material forming a plurality of closed circuits. In another starting device of the present invention, the torque adjusting member is integrally formed, and a first piece provided on the front surface of the second iron plate and a second piece provided on the back surface of the second iron plate. One piece,
And a connecting portion that connects the first piece and the second piece, and the first piece and the second piece are formed with a communication hole extending therebetween.

In still another starting device of the present invention, the connecting portion connects the first piece and the second piece on the inner peripheral edge side. In still another starting device of the present invention, the connecting portion connects the first piece and the second piece in the circumferential direction.

[0014]

According to the present invention, according to the present invention, as described above, in the starting device, the magnetic coupling for transmitting the torque by the magnetic resistance is disengageably disposed, and the rotation of the engine at the time of engagement is prevented. It has a start clutch member that is received via the magnetic coupling and is transmitted to the transmission, and a shift clutch member that is disengageably disposed and that directly receives rotation of the engine when engaged and transmits it to the transmission.

The magnetic coupling has an annular permanent magnet formed by alternately arranging magnetic poles different from each other, and an annular permanent magnet arranged to face the permanent magnet with a slight gap. And a driven member. The driven member includes an annular secondary conductive member and an annular first iron plate arranged on the back surface of the secondary conductive member.

Further, the secondary conductive member is composed of a second iron plate and a torque adjusting member, and the torque adjusting member is arranged on the front surface and the back surface of the second iron plate and electrically connected to each other. It comprises a secondary conductive material forming a plurality of closed circuits. In this case, when the driver depresses the clutch pedal,
The starting clutch member, the speed change clutch member, and the torque transmission member are released, and the clutch released state is formed.

Next, when the clutch pedal is gradually returned, the engagement between the speed change clutch member and the torque transmission member is started, and the half-clutch state is formed. At this time, the torque of the engine is transmitted to the transmission by the magnetic resistance.
Then, when the engagement of the shift clutch member is completed, the engagement of the starting clutch member is started, and when the engagement of the starting clutch member is completed, the clutch engagement state is formed.

Meanwhile, when the engine speed is low while the half-clutch state is formed, the magnetic flux generated by the permanent magnet causes the magnetic flux generated by the secondary conductive material, which is disposed on the front surface of the second iron plate, The second iron plate and the secondary conductive material provided on the back surface of the second iron plate are sequentially passed to reach the first iron plate. Then, as the permanent magnet rotates, the second
The eddy currents are generated in the secondary conductive material arranged on the front surface of the iron plate and the secondary conductive material arranged on the back surface of the iron plate, and swirl and flow in the same direction.

However, the torque adjusting member is the second
Since a closed circuit is formed between the front surface and the back surface of the iron plate, the eddy current flowing in the secondary conductive material arranged on the front surface of the second iron plate is arranged on the back surface of the second iron plate. The eddy currents flowing in the generated secondary conductive material are offset by each other, and the torque that can be transmitted by the magnetic coupling is also reduced accordingly.

As a result, the idling torque transmitted from the engine during idling is smaller than the torque that can be transmitted by the magnetic coupling, so that the engine is stalled due to the torque being transmitted by the magnetic coupling. Absent. Next, when the driver depresses the accelerator pedal to increase the engine rotation speed, the difference between the rotation speed of the permanent magnet and the rotation speed of the driven member becomes large, and the eddy current generated in the second iron plate becomes It will only flow to the surface of the No. 2 iron plate. The magnetic field generated by the eddy current prevents the magnetic flux of the permanent magnet from passing through the second iron plate (skin effect).

That is, when the magnetic flux of the permanent magnet passes through the secondary conductive material arranged in front of the second iron plate and reaches the second iron plate, the magnetic flux flows in the second iron plate in the circumferential direction. , Return to the permanent magnet. Therefore, since the magnetic flux of the permanent magnet does not reach the secondary conductive material and the first iron plate arranged on the back surface of the second iron plate, the secondary conductive material arranged on the back surface of the second iron plate. No eddy current is generated.

As a result, the eddy current flowing through the secondary conductive material disposed on the front surface of the second iron plate is equal to the eddy current flowing through the secondary conductive material disposed on the back surface of the second iron plate. Since they are not offset, the torque that can be transmitted by the magnetic coupling also increases accordingly. In another starting device of the present invention, the torque adjusting member is integrally formed, and the torque adjusting member is provided on the front surface of the second iron plate.
A first piece, a second piece arranged on the back surface of the second iron plate, and a connecting portion that connects the first piece and the second piece.
A communication hole extending between the one piece and the second piece is formed.

In this case, when the engine speed is low while the half-clutch state is formed, the magnetic flux generated by the permanent magnet passes through the first piece, the second iron plate and the second piece in this order. To the first iron plate. Then, as the permanent magnet rotates, eddy currents are respectively generated in the first piece and the second piece, and swirl and flow in the same direction. However, since the torque adjusting member forms a closed circuit between the front surface and the back surface of the second iron plate, the eddy current flowing in the first piece is offset by the eddy current flowing in the second piece. The torque that can be transmitted by the magnetic coupling is also reduced accordingly.

As a result, the idling torque transmitted from the engine during idling is smaller than the torque that can be transmitted by the magnetic coupling, so that the engine is stalled due to the torque transmitted by the magnetic coupling. Absent. Next, when the driver depresses the accelerator pedal to increase the engine rotation speed, the difference between the rotation speed of the permanent magnet and the rotation speed of the driven member becomes large, and the eddy current generated in the second iron plate becomes It will only flow to the surface of the No. 2 iron plate. The magnetic field generated by the eddy current prevents the magnetic flux of the permanent magnet from passing through the second iron plate (skin effect).

That is, when the magnetic flux of the permanent magnet passes through the first piece and reaches the second iron plate, it flows in the circumferential direction in the second iron plate and returns to the permanent magnet. Therefore, the magnetic flux of the permanent magnet does not reach the second piece and the first iron plate.
No eddy current is generated on one side. As a result, the eddy current flowing through the first piece is not canceled by the amount of the eddy current flowing through the second piece, and the torque that can be transmitted by the magnetic coupling also increases accordingly.

As described above, in the magnetic coupling utilizing electromagnetic induction, the torque transmitted by the magnetic coupling is small in the low rotational speed region, and the torque transmitted by the magnetic coupling in the high rotational speed region. Can be increased. In still another starting device of the present invention, the connecting portion connects the first piece and the second piece on the inner peripheral edge side. In this case, the torque adjusting member has a U-shape, and the first iron piece and the second iron piece sandwich the second iron plate.

In still another starting device of the present invention, the connecting portion connects the first piece and the second piece in the circumferential direction. In this case, the torque adjusting member has a crank shape, and the second iron plate is sandwiched between the first piece of the torque adjusting member and the second piece of the adjacent torque adjusting member.

[0028]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 2 is a sectional view of the starting device in the first embodiment of the present invention. As shown in the figure, the starting device is arranged between an output shaft (crankshaft) 11 of the engine (not shown) and an input shaft 10 of the transmission (not shown), and connects the engine and the transmission in response to a command signal. Let The rotation of the engine is transmitted to the transmission through the starting device, the speed is changed in the transmission, the differential is generated in the differential gear (not shown), and the left and right drive wheels (not shown) are transmitted. In the transmission, a specific gear ratio can be set by selecting a plurality of gear sets that are arranged on two parallel shafts and have different gear ratios.

In the starting device, the output shaft 11
A starting clutch member 14 is connected to the vehicle via a disc-shaped flywheel 12. The starting clutch member 14 is attached to the output shaft 1 together with the flywheel 12 by a bolt 16.
1, a clutch hub 18 fixed to the end surface of the clutch hub 18, a leaf spring 19 fixed to the outer circumference of the clutch hub 18, and the leaf spring 1
It comprises friction plates 21 fixed on both sides of the plate 9. A bearing 24 is arranged on the outer periphery of the boss portion 22 of the flywheel 12, and the torque transmission member 26 is supported by the bearing 24 so as to be rotatable relative to the output shaft 11. The leaf spring 19 urges both friction plates 21 away from each other to form a compression margin.

The torque transmission member 26 is a clutch wheel 27 arranged to face the flywheel 12 radially outward of the bearing 24, and an annular ring arranged on the outer peripheral edge of the clutch wheel 27. Clutch cover 3 fixed to clutch wheel 27 together with outer ring 29 by outer ring 29 and bolt 30
1. The outer ring 29 and the return spring 3 are arranged radially inward of the outer ring 29 so as to sandwich the starting clutch member 14 together with the clutch wheel 27.
6, a metal intermediate pressure plate 35, and a pressure plate 37 disposed radially inward of the clutch cover 31 with the intermediate pressure plate 35 sandwiching the transmission clutch member 15. The return spring 36 urges the intermediate pressure plate 35 and the clutch wheel 27 away from each other to release the starting clutch member 14 and the torque transmission member 26.

In this embodiment, the bearing 2
Although the torque transmission member 26 is rotatably supported by the output shaft 11 by means of 4, the torque transmission member 26 may be rotatably supported by the starting device casing 23 by a bearing (not shown). Further, the flywheel 12 has a property as a ferromagnetic material. Plural pairs of permanent magnets 32 are fitted on the surface of the flywheel 12 facing the clutch wheel 27. As a result, the magnetic flux generated by the permanent magnet 32 links the driven member 33. The permanent magnets 32 are arranged in the circumferential direction of the flywheel 12, and have S poles, N poles,
Different magnetic poles such as S pole, N pole, ... Are adjacent to each other. As the permanent magnet 32, a ferrite magnet, a samarium cobalt magnet having high heat resistance, or the like can be used.

On the other hand, on the surface of the clutch wheel 27 facing the flywheel 12, an annular driven member 3 is provided.
3 is inserted. The driven member 33 is composed of a non-magnetic secondary conductive material and a magnetic body, and as the secondary conductive material,
Copper, aluminum, etc. can be used. And
The permanent magnet 32 and the driven member 33 form a magnetic coupling.

By the way, in the idling state, etc.
When the engine rotates at a low speed, the amount of magnetic flux interlinking the driven member 33 changes, and an eddy current due to electromagnetic induction flows through the driven member 33 according to the amount of change in the magnetic flux. Therefore, due to the interaction between the eddy current and the magnetic flux of the permanent magnet 32, a magnetic drag force is generated between the torque transmission member 26 and the flywheel 12, and the driven member 33 is rotated.

The magnetic resistance changes according to the difference between the rotational speed of the torque transmission member 26 and the rotational speed of the flywheel 12. In this case, when the difference between the rotational speeds of the two becomes greater than a predetermined value, the magnetic drag decreases. Further, the shift clutch member 15 is disposed at an end of the input shaft 10 of the transmission via a damper 41, and the intermediate pressure plate 35 is provided.
Is opposed to. The damper 41 includes the input shaft 10
It is fixed to the damper hub 45 which is spline-connected.
The damper 41 is for smoothing the fluctuation of the torque transmitted to the input shaft 10 via the starting clutch member 14 and the speed change clutch member 15, is connected to the speed change clutch member 15, and is connected to the speed change clutch member 15. First member 42 to which torque is transmitted via 15, second member 43 connected to damper hub 45, and first member 42 and second member 43
It consists of a damper spring 44 disposed between and. The torque is based on the starting clutch member 14 and the shift clutch member 1.
5 and the damper 41, the damper spring 44 of the damper 41 is transmitted to the input shaft 10 in response to the torque fluctuation.
Expands and contracts.

The speed change clutch member 15 comprises a plate 47 fixed to the outer periphery of the first member 42, and friction plates 49 fixed to both surfaces of the plate 47. The pressure plate 37 is connected to the clutch cover 31 via the strap 51 at the protrusion 50 formed on the outer peripheral edge of the pressure plate 37. The clutch cover 31 has a support portion 55 on the end surface on the transmission side, and a diaphragm spring 57 is sandwiched and held by the support portion 55. The diaphragm spring 57 is formed of an annular body, the outer peripheral edge of which is brought into contact with the pressure plate 37, and the inner peripheral edge of which is the release bearing 5.
8 is abutted. Reference numeral 59 is a holding spring which is fixed to the pressure plate 37 by a bolt 60 and presses the outer peripheral edge of the diaphragm spring 57 against the pressure plate 37.

Therefore, the release bearing 58
Since the outer peripheral edge of the diaphragm spring 57 can also move in the axial direction as the shaft moves in the axial direction, the pressure plate 37 disengages the transmission clutch member 15 and the torque transmission member 26, and the start clutch member 14 moves. Also, the shift clutch member 15 and the torque transmission member 26 can be disengaged from each other.

The release bearing 58 is the input shaft 1
A sliding member 6 which surrounds 0 and is slidably attached to the sleeve 63 fixed to the starting device casing 23 and slidable on the outer periphery of the sleeve 63.
4 and the bearing body 65, and the inner race of the bearing body 65 projects toward the engine side in the axial direction and is brought into contact with the inner peripheral edge of the diaphragm spring 57.

Further, a release fork 68 is arranged to move the release bearing 58 in the axial direction. An inner end of the release fork 68 is opposed to an end surface of the release bearing 58 on the transmission side, and an outer end of the release fork 68 extends in a direction perpendicular to the input shaft 10 and penetrates the starter casing 23. The rod 71 of the release cylinder 70 is opposed to the outside of 23. The release fork 68 has a linear return spring (not shown).

The release cylinder 70 comprises a return spring 75, a piston 76 and a rod 71. The piston 76 is actuated by hydraulic pressure and the rod 71 moves the outer end of the release fork 68. The release cylinder 70 is connected to a master cylinder (not shown) by an oil passage. Then, the master cylinder is further connected to a clutch pedal (not shown). When the clutch pedal is depressed, the master cylinder is actuated, the hydraulic pressure generated by the master cylinder is supplied to the release cylinder 70, and the rod 71
To move forward (move to the left in the figure). On the other hand, when the clutch pedal is returned, the release cylinder 7
The hydraulic pressure in 0 is supplied to the master cylinder, and the rod 71
Back (moves to the right in the figure).

By the way, the diaphragm spring 5
The urging force applied to the pressure plate 37 by the 7 is the starting clutch member 1
4 and the speed change clutch member 15 and the torque transmission member 26 are engaged with each other, and a force sufficient to transmit torque between the output shaft 11 and the input shaft 10 can be dealt with. A locking member 82 surrounding the inner end of the release fork 68 is attached to the release bearing 58, and the inner end of the release bearing 58 and the release fork 68 are locked via the locking member 82. .

When the outer end of the release fork 68 is pushed leftward in the figure by the forward movement of the rod 71, the release fork 68 swings around the support member 73 as a fulcrum and is pushed by the principle of leverage. The pressure and stroke are adjusted, the inner end of the release fork 68 is moved to the right in the figure, and the diaphragm spring 5
The release bearing 58 is pushed while overcoming the biasing force of 7.

By the movement of the release bearing 58, the inner peripheral edge of the diaphragm spring 57 is moved in the same direction, and the diaphragm spring 57 is swung to move the outer peripheral edge to the left in the figure. As a result, the urging force of the diaphragm spring 57 on the pressure plate 37 is reduced or released, and the pressure plate 37 is moved leftward in the drawing.

On the other hand, when the outer end of the release fork 68 is returned to the right in the figure, the release fork 68 swings around the support member 73 as a fulcrum, and the release fork 68 is released.
Move the inner edge of to the left in the figure. At this time, the release bearing 58 is moved to the left in the figure by the urging force of the diaphragm spring 57,
The outer peripheral edge of the diaphragm spring 57 presses the pressure plate 37. Then, as the pressing force increases, the pressure plate 37 first engages the speed change clutch member 15 and the torque transmission member 26, and then the start clutch member 14, the speed change clutch member 15 and the torque transmission member 26. Engage.

Next, the operation of the starting device having the above construction will be described with reference to FIGS. FIG. 3 is a clutch released state diagram in the first embodiment of the present invention, FIG. 4 is a half clutch state diagram in the first embodiment of the present invention, and FIG. 5 is a clutch engagement state in the first embodiment of the present invention. FIG. 6 is a torque capacity characteristic diagram of the starting device according to the first embodiment of the present invention, and FIG. 7 is a pressing load characteristic diagram of the starting device according to the first embodiment of the present invention. In FIG. 6, the horizontal axis represents the release stroke and the vertical axis represents the torque capacity. In FIG. 7, the horizontal axis represents the release stroke and the vertical axis represents the pressing load.

In the clutch disengaged state, a clutch pedal (not shown) is depressed, the pressure plate 37 is moved to the left in the figure as shown in FIG. 3, and the starting clutch member 14, the speed change clutch member 15 and the torque transmission member. 26 is released. At this time, the shift clutch member 15
The friction plate 49 does not contact the pressure plate 37 or the intermediate pressure plate 35. Further, the friction plate 21 of the starting clutch member 14 does not contact the intermediate pressure plate 35 or the clutch wheel 27. At this time, as shown in FIG. 6, the torque capacity of the starting device is “0”.

Reference numeral 12 is a flywheel, 19 is a leaf spring, 32 is a permanent magnet, 33 is a driven member, and 36 is a return spring. Next, the clutch pedal is gradually returned, and when the friction plate 49 and the pressure plate 37 come into contact with each other and the friction plate 49 and the intermediate pressure plate 35 come into contact with each other, as shown in FIG. The engagement with the transmission member 26 is started, and the half-clutch state is formed. At this time, the engine (not shown) is in the idling state,
Since the flywheel 12 is rotated at a low speed,
Torque is transmitted from the flywheel 12 to the clutch wheel 27 by the magnetic drag. In this case, the clutch wheel 27 has a lower rotation speed than the flywheel 12. In this way, the torque transmitted to the clutch wheel 27 is transmitted to the transmission (not shown) via the transmission clutch member 15.

At this time, since the release stroke is made small, the diaphragm spring 57 (FIG. 2) causes the pressure plate 37 and the friction plate 49, and the friction plate 49.
While sliding the intermediate pressure plate 35 and the clutch wheel 2
7 and then the engagement between the shift clutch member 15 and the torque transmission member 26 is terminated. During this period, the torque capacity increases and changes from the value at point P _{1 to} the value at point P ₂ in FIG. Further, the pressing load also increases, and changes from the value at the point Q _{1 to} the value at the point Q ₂ along the return spring load line L1 in FIG.

Then, when the release stroke is further reduced, the intermediate pressure plate 35 moves to the clutch wheel 27 side against the urging force of the return spring 36, and the friction plate 21 and the intermediate pressure plate 35 again friction. The plate 21 and the clutch wheel 27 come into contact with each other, and the engagement between the torque transmission member 26 and the starting clutch member 14 is started. During that time, since the torque transmitted by the magnetic coupling does not change, the torque capacity is constant, and the value of point P ₂ and point P _{2 in} FIG.
The value of ₃ is equal. On the other hand, the pressing load increases because the return spring 36 contracts, and changes from the value at the point Q _{2 to} the value at the point Q ₃ along the return spring load line L1 in FIG.

As described above, in the control range A, the torque capacity can be kept constant. At this time, if the transmission is set to the first forward speed (the gear stage having the largest gear ratio during forward movement), the torque can be transmitted to the transmission to start the vehicle. Since the clutch wheel 27 and the flywheel 12 are not directly connected to each other, even if the shift clutch member 15 and the clutch wheel 27 are stopped when the half-clutch state is formed, the engine will not stall.

Further, in the half-clutch state, the torque corresponding to the magnetic resistance can be transmitted to the transmission. Therefore, since the vehicle can be made to creep by the torque transmitted to the transmission, it is possible to easily start the vehicle on an uphill road. Next, when the release stroke is further reduced, the intermediate pressure plate 35
Against the urging force of the return spring 36
The intermediate pressure plate 35 and the friction plate 21 and the clutch wheel 27 are further slid to the clutch wheel 27 side. Then, as shown in FIG.
, The engagement between the torque transmission member 26 and the starting clutch member 14 is terminated. During that time, the torque capacity increases, and changes from the value at point P _{3 to} the value at point P ₄ in FIG. Further, the pressing load also increases, and changes from the value at point Q _{3 to} the value at point Q ₄ along the shift clutch load line L2 in FIG. At this time, the clutch engagement state is formed. In addition,
L3 is a starting clutch load line.

In the clutch engaged state, the speed change clutch member 15, the starting clutch member 14 and the torque transmitting member 26 are engaged, and the rotation of the flywheel 12 is performed by the torque transmitting member 2 via the starting clutch member 14.
6 is directly transmitted. Therefore, the clutch wheel 2
There is no difference between the rotational speed of 7 and the rotational speed of the flywheel 12, and the magnetic drag does not occur.

Next, the operation of the starting device during gear shifting will be described. When the upshift is performed, the engine speed after the shift is lower than the engine speed before the shift, and when the downshift is performed, the engine speed after the shift is higher than the engine speed before the shift. When performing an upshift, first, the torque transmission member 26 and the starting clutch member 14 are released, and then the torque transmission member 26 and the shift clutch member 15 are released. Then, the shift speed of the transmission is changed, and the start clutch member 14, the shift clutch member 15 and the torque transmission member 26 are engaged again. At this time, the engagement is smoothly performed by the interaction between the permanent magnet 32 and the driven member 33.

For example, if the vehicle speed is constant, the engine is rotating at 4000 revolutions per minute before the shift, and 25 rpm after the shift.
Assuming a case of 50 revolutions, when there is no such interaction, the torque transmission member 26 is set to the time when the torque transmission member 26 is engaged with the shift clutch member 15, that is, the engine speed (4000 revolutions per minute) before the shift. Try to maintain by inertia.

At the time of upshifting, the accelerator opening is usually small, so the engine speed decreases at the time of gear shifting. In addition, the shift clutch member 1
The rotation speed of 5 is 2550 rotations per minute after shifting. Therefore, only the torque transmission member 26 rotates at a high rotation speed, but the torque transmission member 26 has a rotation speed corresponding to the engine rotation speed due to the interaction,
The starting clutch member 14, the speed change clutch member 15, and the torque transmission member 26 are smoothly engaged.

Similarly, when the downshift is performed, the starting clutch member 14, the shift clutch member 15 and the torque transmitting member 26 are smoothly engaged with each other. by the way,
The rotation speed and torque transmitted using electromagnetic induction change logarithmically, and the torque that can be transmitted is relatively large in the low rotation speed region and high in the high rotation speed region. It becomes relatively small.

Therefore, in the present embodiment, the torque that can be transmitted by the magnetic coupling is set to be relatively small in the low rotation speed region and relatively large in the high rotation speed region. . FIG.
Is a conceptual diagram of the magnetic coupling in the first embodiment of the present invention, FIG. 8 is a perspective view of the torque adjusting member in the first embodiment of the present invention, and FIG. 9 is a torque adjustment in the first embodiment of the present invention. The figure which shows the other example of a member, FIG. 10: 1st of this invention
FIG. 11 is a first state diagram of the magnetic coupling according to the first embodiment, and FIG. 11 is a second state diagram of the magnetic coupling according to the first embodiment of the present invention. 1A is a front view of the magnetic coupling, and FIG. 1B is a sectional view of the magnetic coupling.

In the figure, 32 is an annular permanent magnet, 33
Is an annular driven member that is disposed so as to face the permanent magnet 32. In the permanent magnet 32, S pole, N pole
Different magnetic poles such as a pole, an S pole, an N pole, ... Are adjacent to each other. The driven member 33 is made of a ferromagnetic material having a high magnetic permeability, and has an annular first iron plate 85 forming a core material.
And a secondary conductive member 91 fixed to the surface of the first iron plate 85 facing the permanent magnet 32.

The first iron plate 85 and the secondary conductive member 91 have the same outer diameter and inner diameter, and they are fixed to each other by a fixing means such as adhesion, welding, and welding. In addition, a slight gap is formed between the secondary conductive member 91 and the permanent magnet 32. The secondary conductive member 91 is composed of an annular second iron plate 92 made of a ferromagnetic material having a high magnetic permeability, and a non-magnetic material having a low magnetic permeability that sandwiches the second iron plate 92 from both sides. It has a torque adjusting member 86 made of a plurality of fan-shaped copper plates forming the next conductive material. In this embodiment, the torque adjusting member 86 has a fan shape, but it may have another shape. Further, in FIG. 1, for convenience, 16 torque adjusting members 86 constitute the secondary conductive member 91, but in reality, a large number of torque adjusting members 86 constitute the secondary conductive member 91. .

A plurality of the torque adjusting members 86 are arranged adjacent to each other in the circumferential direction. Each of the torque adjusting members 86 has a fan-shaped first piece 86 disposed on the front surface of the second iron plate 92.
a and a fan-shaped second piece 86b that is integrally connected to the first piece 86a on the inner peripheral edge side and is disposed on the back surface of the second iron plate 92, and extends between them to form a communication hole. 86
e is formed. As a result, the first piece 86a and the second piece 86b are connected and electrically connected by the pair of connecting portions 86c.

As described above, the torque adjusting member 86 extends between the front surface and the back surface of the second iron plate 92 to form a closed circuit. Although it is not necessary to dispose an insulating material between the adjacent torque adjusting members 86, an insulating material (not shown) may be arranged to insulate the torque adjusting members 86 from each other. In the present embodiment, the torque adjusting member 86 is integrally formed by punching out a copper plate material and bending a predetermined portion in a "U" shape.
It is also possible to form the pieces 86b separately and connect them at two locations to electrically connect them.

A coil may be used instead of each torque adjusting member 86. In that case, each coil extends between the front surface and the back surface of the second iron plate 92 to form a closed circuit. Further, as shown in FIG. 9, two annular plates 186 and 187 may be used instead of the torque adjusting member 86. In that case, the annular plates 186, 18
7 are arranged on the front surface and the back surface of the second iron plate 92 so as to sandwich the second iron plate 92. Further, each annular plate 186, 187 has cutouts 1 at a plurality of positions on the inner peripheral edge.
89 is formed, and a plurality of protrusions 190 are provided in the notches 189.
Is formed. In this case, the protruding portions 190 of the annular plates 186 and 187 corresponding to each other are connected and electrically connected.

By the way, when the above-mentioned magnetic coupling is used in the vehicle starter, the magnitude of the torque transmitted is determined by the torque adjusting member 86 as the permanent magnet 32 rotates.
(In FIG. 9, it changes in accordance with the amount of change in the magnetic flux that links the annular plate 186), and increases as the amount of change increases. That is, the magnitude of the torque transmitted is determined by the torque adjusting member 8
6 is proportional to the square of the magnetic flux density on the surface.

Here, when the engine speed is low such as when the engine is in the idling state, the magnetic flux generated by the permanent magnet 32 causes the first piece 86a of the torque adjusting member 86 as shown in FIG. , The second iron plate 9
2 and the second piece 86b in order to reach the first iron plate 85. Then, as the permanent magnet 32 rotates,
Eddy currents I ₁ and I _{2 are} applied to the first piece 86a and the second piece 86b.
Occurs and turns in the same direction and flows.

However, as described above, since the torque adjusting member 86 extends between the front surface and the back surface of the second iron plate 92 to form a closed circuit, the eddy current I
_{The 1} is canceled by the eddy current I _{2, and} the torque that can be transmitted by the magnetic coupling is also reduced accordingly. The second piece 86b is farther from the permanent magnet 32 than the first piece 86a, and the magnetic flux exceeding the saturation magnetic flux density of the second iron plate 92 flows to the second piece 86b. Eddy current I generated in the piece 86b
₂ becomes smaller than the eddy current I ₁ generated in the first piece 86a. Therefore, the eddy current I ₁ is not canceled by the eddy current I ₂ and becomes zero.

As described above, the idling torque transmitted from the engine at the time of andring is smaller than the torque that can be transmitted by the magnetic coupling, so that the engine stalls due to the torque transmitted by the magnetic coupling. There is no such thing. Next, when the driver depresses an accelerator pedal (not shown) to increase the engine speed, the difference between the speed of the permanent magnet 32 and the speed of the driven member 33 increases, and the second iron plate 9
The eddy current generated in No. 2 flows only on the surface of the second iron plate 92 due to the skin effect. Then, the magnetic field generated by the eddy current prevents the magnetic flux of the permanent magnet 32 from passing through the second iron plate 92.

That is, the magnetic flux of the permanent magnet 32 is the first piece 8
When it reaches the second iron plate 92 through 6a, it flows in the second iron plate 92 in the circumferential direction and returns to the permanent magnet 32. Therefore, as shown in FIG. 11, the magnetic flux is generated by the second piece 86b.
Also, the eddy current I ₂ is not generated in the second piece 86b because it does not reach the first iron plate 85. As a result, the eddy current I ₁ is not canceled by the amount of the eddy current I ₂ , and the torque that can be transmitted by the magnetic coupling increases.

FIG. 12 is a torque transmission characteristic diagram of the magnetic coupling according to the first embodiment of the present invention. In the figure, the horizontal axis represents the rotational speed and the vertical axis represents the torque that can be transmitted by the magnetic coupling. In the figure, L4 is a torque transmission characteristic line in normal electromagnetic induction, and L5 is a torque transmission characteristic line of the magnetic coupling in the present embodiment. Further, N _i is the idling speed of the engine (not shown), and T _i is the idling torque of the engine.

As shown by the torque transmission characteristic line L5, when the rotational speed of the permanent magnet 32 (FIG. 1) is low, the torque that can be transmitted by the magnetic coupling is smaller than that of the torque transmission characteristic line L4. Then, as the rotation speed of the permanent magnet 32 increases, the torque that can be transmitted by the magnetic coupling has a value closer to the torque transmission characteristic line L4.

By the way, the engine (not shown) is in the idling state, and the rotation of the idling speed is transmitted to the permanent magnet 32. When the speed change clutch member 15 (FIG. 2) is engaged in this state, the magnetic coupling causes The torque T _c is transmitted. On the other hand, the idling torque T _i is transmitted from the engine in the idling state, but the idling torque T _i is smaller than the torque T _c .

Therefore, the torque T _c is not transmitted by the magnetic coupling to cause the engine stall. As described above, in the magnetic coupling utilizing electromagnetic induction, the torque transmitted by the magnetic coupling is reduced in the low rotation speed region, and the torque transmitted by the magnetic coupling is increased in the high rotation speed region. be able to.

Next, a second embodiment of the present invention will be described. 13 is a conceptual diagram of a magnetic coupling according to the second embodiment of the present invention, FIG. 14 is a perspective view of a torque adjusting member according to the second embodiment of the present invention, and FIG. 15 is a view of the second embodiment of the present invention. First state diagram of magnetic coupling, FIG.
6 is a second state diagram of the magnetic coupling according to the second embodiment of the present invention. 13A is a front view of the magnetic coupling, and FIG. 13B is a sectional view of the magnetic coupling.

In the figure, 32 is an annular permanent magnet, 33
Is an annular driven member that is disposed so as to face the permanent magnet 32. In the permanent magnet 32, S pole, N pole
Different magnetic poles such as a pole, an S pole, an N pole, ... Are adjacent to each other. The driven member 33 is made of a ferromagnetic material having a high magnetic permeability, and has an annular first iron plate 85 forming a core material.
And a secondary conductive member 291 fixed to the surface of the first iron plate 85 facing the permanent magnet 32.

The first iron plate 85 and the secondary conductive member 291.
Have the same outer diameter and inner diameter, and they are fixed to each other by fixing means such as adhesion, welding, and welding. In addition, a slight gap is formed between the secondary conductive member 291 and the permanent magnet 32. Then, the secondary conductive member 291
Is a torque adjusting member 286 made of a non-magnetic material having a low magnetic permeability and made of a plurality of fan-shaped copper plates forming a secondary conductive material.
And sandwiched by adjacent torque adjusting members 286,
It has a plurality of fan-shaped second iron plates 292 made of a ferromagnetic material having a high magnetic permeability. In addition, in the present embodiment, the torque adjusting member 286 and the second iron plate 292 have a fan shape, but they may have other shapes. Further, in the figure, although the secondary conductive member 291 is configured by the eight torque adjusting members 286 for convenience,
Actually, a large number of torque adjusting members 286 constitute the secondary conductive member 291.

A plurality of the torque adjusting members 286 are arranged adjacent to each other in the circumferential direction. Each torque adjusting member 286 is
A fan-shaped first piece 286a provided on the front surface of the second iron plate 292, and a first piece 286a integrally connected in the circumferential direction, and provided on the back surface of the second iron plate 292. It is composed of a fan-shaped second piece 286b, and a communication hole 286e is formed by extending between the two. As a result, the first piece 286a and the second piece 286b are connected and electrically connected by the pair of connecting portions 286c.

A plurality of the torque adjusting members 286 are arranged adjacent to each other in the circumferential direction, and the first piece 286a of each torque adjusting member 286 and the second piece of the adjacent torque adjusting member 286 are arranged.
Each second iron plate 292 is sandwiched between the second iron plate 292 and the piece 286b.
The second iron plate 292 may have a shape in which the first piece 286a is located on the back surface and the second piece 286b is located on the front surface.

As described above, the torque adjusting member 286 extends between the front surface and the back surface of the second iron plate 292 to form a closed circuit. In addition, each adjacent torque adjustment member 286
A gap is formed between them, or an insulating material (not shown) is provided, and the eddy current I ₁ generated in the first piece 286a is generated.
The eddy current I ₂ generated in the second piece 286b is prevented from being short-circuited between the adjacent torque adjusting members 286.

In this embodiment, the torque adjusting member 286 is used.
Is integrally formed by punching a copper plate material and bending a predetermined portion into a crank shape.
It is also possible to form a and the second piece 286b separately and connect them at two locations to electrically connect them.
A coil may be used instead of each torque adjusting member 286. In that case, each coil extends between the front surface and the back surface of the second iron plate 292 to form a closed circuit.

By the way, when the above-mentioned magnetic coupling is used in the vehicle starter, the magnitude of the torque transmitted depends on the rotation of the permanent magnet 32 and the torque adjusting member 286.
Changes with the amount of change in the magnetic flux interlinking with, and increases as the amount of change increases. That is, the magnitude of the transmitted torque is proportional to the square of the magnetic flux density on the surface of the torque adjusting member 286.

Here, when the engine speed is low, as when the engine (not shown) is in the idling state,
The magnetic flux generated by the permanent magnet 32 is, as shown in FIG. 15, the first piece 286 a of the torque adjusting member 286,
The first iron plate 85 is reached by sequentially passing through the second iron plate 292 and the second piece 286b of the adjacent torque adjusting member 286.
Then, as the permanent magnet 32 rotates, in each torque adjustment member 286, the first piece 286a and the second piece 286a
Eddy currents I ₁ and I ₂ are generated in the piece 286b and swirl in opposite directions to flow.

However, as described above, the torque adjustment
The aligning member 286 is provided between the front surface and the back surface of the second iron plate 292.
Since it extends between them to form a closed circuit,
Flow I ₁Eddy current I₂Is offset by the amount of
The torque that can be transmitted by the
It becomes. The second piece 286b is longer than the first piece 286a.
The second iron plate 292 is separated from the permanent magnet 32.
Since the magnetic flux exceeding the saturation magnetic flux density of flows, the second piece 28
Eddy current I generated in 6b₂Is on the first piece 286a
Eddy current I generated₁It gets smaller. Accordingly
Eddy current I₁Eddy current I₂0 is offset by
Never be.

Next, when the driver depresses an accelerator pedal (not shown) to increase the engine speed, the permanent magnet 3
2 becomes larger than the rotational speed of the driven member 33, and the eddy current generated in the second iron plate 292 becomes the second
It will flow only to the surface of the iron plate 292. And
The magnetic field generated by the eddy current prevents the magnetic flux of the permanent magnet 32 from passing through the second iron plate 292 (skin effect).

That is, the magnetic flux of the permanent magnet 32 is the first piece 2
When it reaches the second iron plate 292 through 86 a, it flows in the second iron plate 292 in the circumferential direction and returns to the permanent magnet 32.
Therefore, as shown in FIG.
Since it does not reach 86b and the first iron plate 85, the second piece 2
Eddy current I ₂ is not generated in 86b. As a result, the eddy current I ₁ is not canceled by the amount of the eddy current I ₂ , and the torque that can be transmitted by the magnetic coupling increases.

In the first embodiment, the dimensions of the first iron plate 85 and the secondary conductive member 91 are different from each other, and in the second embodiment, the dimensions of the first iron plate 85 and the secondary conductive member 291 are different from each other. Let Next, a third embodiment of the present invention will be described. FIG. 17 is a clutch release state diagram in the third embodiment of the present invention.

In the drawing, 12 is a flywheel, and 14
Is a starting clutch member, 15 is a shift clutch member, 21,
49 is a friction plate, 26 is a torque transmission member, 27 is a clutch wheel, 32 is a permanent magnet, 33 is a driven member, 35 is an intermediate pressure plate, 36 is a return spring, 37 is a pressure plate, and 93 is a plate spring. In this case, the friction plate 49
Is urged to the intermediate pressure plate 35 and the pressure plate 37 by the leaf spring 19 (FIG. 5), the control range where the torque capacity is constant can be made wider than the control range A of FIG. Further, the maximum value of the starting clutch load can be made larger than that in FIG. 7.

Next, a fourth embodiment of the present invention will be described. FIG. 18 is a conceptual diagram of a starting system in the fourth example of the present invention. In the figure, 101 is an engine, 10
Reference numeral 2 is a transmission, 10 is an input shaft, 11 is an output shaft, 14 is a starting clutch member, 15 is a shifting clutch member, 32 is a permanent magnet, and 33 is a driven member.

Numeral 108 is a torque transmission member for transmitting the rotation transmitted to the driven member 33 to the input shaft 10 via the speed change clutch member 15. In this case, the magnetic coupling, the torque transmission member 108, and the shift clutch member 15
A first torque transmission system including a starting clutch member 14
Since the second torque transmission system consisting of is arranged in parallel, the shift clutch member 15 is only engaged when forming the half-clutch state. Therefore, the capacity of the shift clutch member 15 can be reduced.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of magnetic coupling according to a first embodiment of the present invention.

FIG. 2 is a cross-sectional view of the starting device according to the first embodiment of the present invention.

FIG. 3 is a clutch release state diagram in the first embodiment of the present invention.

FIG. 4 is a half clutch state diagram in the first embodiment of the present invention.

FIG. 5 is a clutch engagement state diagram in the first embodiment of the present invention.

FIG. 6 is a torque capacity characteristic diagram of the starting system according to the first embodiment of the present invention.

FIG. 7 is a pressing load characteristic diagram of the starting device according to the first embodiment of the present invention.

FIG. 8 is a perspective view of a torque adjusting member according to the first embodiment of the present invention.

FIG. 9 is a diagram showing another example of the torque adjusting member in the first embodiment of the present invention.

FIG. 10 is a first state diagram of the magnetic coupling according to the first embodiment of the present invention.

FIG. 11 is a second state diagram of the magnetic coupling according to the first embodiment of the present invention.

FIG. 12 is a torque transmission characteristic diagram of the magnetic coupling according to the first embodiment of the present invention.

FIG. 13 is a conceptual diagram of magnetic coupling according to the second embodiment of the present invention.

FIG. 14 is a perspective view of a torque adjusting member according to a second embodiment of the present invention.

FIG. 15 is a first state diagram of the magnetic coupling according to the second embodiment of the present invention.

FIG. 16 is a second state diagram of the magnetic coupling according to the second embodiment of the present invention.

FIG. 17 is a clutch disengagement state diagram in the third embodiment of the present invention.

FIG. 18 is a conceptual diagram of a starting system in a fourth example of the present invention.

[Explanation of symbols]

 14 Starting clutch member 15 Speed change clutch member 32 Permanent magnet 33 Driven member 85 First iron plate 86, 286 Torque adjusting member 86a, 286a First piece 86b, 286b Second piece 86c, 286c Connecting portion 86e, 286e Communication hole 92, 292 Second iron plate 101 Engine 102 Transmission

Claims (4)

[Claims] 1. A starting clutch member that is disengageably disposed with a magnetic coupling that transmits torque by a magnetic drag force and that receives rotation of an engine through the magnetic coupling and transmits it to a transmission when engaged. And a shift clutch member that is disengageably disposed and that directly receives the rotation of the engine at the time of engagement and transmits the rotation to the transmission, and the magnetic coupling has magnetic poles that are different from each other. The formed annular permanent magnet and an annular driven member that is arranged facing the permanent magnet with a slight gap, and the driven member is an annular secondary conductive member. An annular first member disposed on the back surface of the secondary conductive member
The second conductive member is composed of a second iron plate and a torque adjusting member, and the torque adjusting member is disposed on the front surface and the back surface of the second iron plate and is electrically connected to the second iron plate. A starting device comprising a secondary conductive material forming a plurality of closed circuits. 2. The torque adjusting member is integrally formed and is provided on a front surface of a second iron plate, a first piece, a second piece provided on a back surface of the second iron plate, and a first piece. Piece and second
The starting device according to claim 1, comprising a connecting portion that connects the pieces, and a communication hole extending between the first piece and the second piece. 3. The starting device according to claim 2, wherein the connecting portion connects the first piece and the second piece on the inner peripheral edge side. 4. The starting device according to claim 2, wherein the connecting portion connects the first piece and the second piece in a circumferential direction.