JPH08177880A - Starting device - Google Patents

Abstract

PURPOSE: To prevent a coupling capacity from reducing when a vehicle is started repeatedly, and also prevent durability in a starter from reducing. CONSTITUTION: A starting device is provided with a magnetic coupling, a starting clutch member 14 for receiving rotation of an engine through the magnetic coupling at the time of engaging and for transferring the rotation to a transmission gear, a transmission clutch member 15 which is disengageably arranged and directly receiving the engine rotation at the time of engaging to transfer the rotation to the transmission gear, and a radiator. The magnetic coupling consists of an annular permanent magnet 32 which is formed by alternately arranging magnetic poles different from each other, and a coil 33 which is arranged opposing to the permanent magnet 32 at a little clearance, and the coil 33 and the radiator are connected to each other. An eddy current which is generated by means of relative rotation between the permanent magnet 32 and the coil 33 is supplied to the radiator, converted into heat energy by the radiator, and then discharged.

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. Then, the flywheel and the pressure plate are engaged and disengaged by selectively sandwiching the clutch plate by the flywheel and the pressure plate.

[0003]

However, in the 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 starting device, 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 friction coefficient is used, the clutch plate and the pressure plate can be engaged with each other while sliding the friction plate. When connected, no shock will occur. 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 increases, the inertia on the input side of the transmission increases, and the load applied to the synchronization mechanism of the transmission increases, which increases the time until the transmission is synchronized.

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. 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, the torque of the engine is directly transmitted to the input shaft of the transmission, and the clutch engagement state (weldance) is obtained. 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. Further, the permanent magnet and the secondary conductive material are opposed to each other with a slight gap (gap) so that the magnetic flux generated by the permanent magnet links the secondary conductive material. Then, when the rotation from the engine is transmitted to rotate the permanent magnet, the amount of magnetic flux that links the secondary conductive material changes, and the eddy due to electromagnetic induction is generated in the secondary conductive material in accordance with the amount of change in the magnetic flux. An electric current 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 secondary conductive material attached to the output shaft side of the engine and a permanent magnet attached to the torque transmitting member side. By the way, in the magnetic coupling, since the magnetic drag is generated by the interaction between the eddy current and the magnetic flux, heat (Joule heat) is generated by the flow of the eddy current. And
The heat is released to the outside of the starting device by natural heat dissipation, but if the vehicle is repeatedly started,
Heat gradually accumulates in the casing of the starting device, the magnetic flux density of the permanent magnets decreases, and the torque capacity (hereinafter referred to as “coupling capacity”) that can be transmitted by the magnetic coupling becomes small. Further, when heat is transferred from the starting device to the starting clutch member and the speed change clutch member, the resin forming the facing of the friction plate is melted, the facing is deteriorated, and the durability of the starting device becomes low.

The present invention solves the above problems of the conventional starting device and prevents the coupling capacity from decreasing when the vehicle is repeatedly started, and the starting device has low durability. It is an object of the present invention to provide a starting device that can prevent the occurrence of

[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 device, a shift clutch member that is disengageably disposed, that directly receives rotation of the engine when engaged and transmits it to the transmission device, and a radiator. .

The magnetic coupling includes an annular permanent magnet formed by alternately arranging magnetic poles different from each other, and a coil arranged to face the permanent magnet with a slight gap. The coil and the radiator are connected to each other. In another starting device of the present invention, a magnetic coupling that transmits torque by a magnetic drag force is disengageably disposed, and when the engine is engaged, the rotation of the engine is received via the magnetic coupling to a transmission. It has a transmission clutch member for transmission and a control device.

The magnetic coupling includes an annular permanent magnet formed by alternately arranging magnetic poles different from each other, and a coil arranged to face the permanent magnet with a slight gap. Consists of. The controller is connected to the coil and controls the output current output from the coil.

In still another starting system of the present invention, there is a running condition detecting means for detecting a running condition. And
The control device has an output current control unit that calculates a required coupling torque based on the detected traveling condition and controls an output current so that a coupling capacity becomes the required coupling torque.

[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. A starting clutch member that is received via the magnetic coupling and is transmitted to the transmission, a shift clutch member that is disengageably disposed, and that directly receives rotation of the engine when engaged and transmits to the transmission, and a radiator. Have.

The magnetic coupling includes an annular permanent magnet formed by alternately arranging magnetic poles different from each other, and a coil arranged to face the permanent magnet with a slight gap. The coil and the radiator are connected to each other. In this case, when the clutch pedal is depressed, 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, engagement of the speed change clutch member and the torque transmission member is started, and a 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.

By the way, when the permanent magnet and the coil rotate relative to each other while the half-clutch state is formed, the amount of magnetic flux interlinking the coil changes, and the amount of magnetic flux changes corresponding to the amount of change. Eddy current due to electromagnetic induction flows in the coil. Then, due to the interaction between the eddy current and the magnetic flux of the permanent magnet, a magnetic drag force is generated between the permanent magnet and the coil, and the rotation is transmitted.

At this time, the eddy current is supplied to the radiator, converted into heat energy in the radiator and emitted. Therefore, heat is not accumulated in the starting device casing, and the facing is not deteriorated by the heat transferred to the starting clutch member and the speed change clutch member, so that the durability of the starting device can be enhanced.

In another starting device of the present invention, a magnetic coupling for transmitting torque by a magnetic drag force is disengageably disposed, and receives the rotation of the engine through the magnetic coupling at the time of engagement. It has a speed change clutch member which transmits to a speed change device, and a control device. The magnetic coupling includes an annular permanent magnet formed by alternately arranging magnetic poles different from each other, and a coil arranged to face the permanent magnet with a slight gap.

The controller is connected to the coil and controls the output current output from the coil. In this case, by controlling the output current output from the coil, not only the coupling capacitance in the magnetic coupling can be controlled, but also an arbitrary coupling characteristic can be realized.

Still another starting device of the present invention has a traveling condition detecting means for detecting a traveling condition. And
The control device has an output current control unit that calculates a required coupling torque based on the detected traveling condition and controls an output current so that a coupling capacity becomes the required coupling torque. In this case, the coupling capacity can be prevented from becoming larger than the torque of the engine, so that the engine stall can be prevented.

[0022]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a sectional view of a starting device according to a 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. Make it intermittent. 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 particular gear ratio can be set by selecting a plurality of gear sets with different gear ratios arranged on two parallel shafts.

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 transmitting 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. An annular groove is formed on the surface of the flywheel 12 facing the clutch wheel 27 near the outer peripheral edge of the flywheel 12, and the groove is made of a non-magnetic secondary conductive material.
The phase coil 33 is buried. The coil 33 has an iron core 3
3a and a winding 33b wound around the iron core 33a and insulated from each other.

On the other hand, an annular groove is also formed on the surface of the clutch wheel 27 in the vicinity of the outer peripheral edge of the clutch wheel 27, the surface facing the flywheel 12, and a plurality of pairs of permanent magnets 32 are fitted into the groove. As a result, the magnetic flux generated by the permanent magnet 32 links the coil 33. The permanent magnet 3
2 are arranged in the circumferential direction of the clutch wheel 27, and S
Different magnetic poles such as a pole, an N pole, an S pole, an 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.

By the way, when the engine is rotated at a relatively low speed, the flywheel 1 passes through the output shaft 11.
The rotation is transmitted to 2, and the flywheel 12 and the clutch wheel 27 rotate relatively. As a result, the amount of magnetic flux interlinking the coil 33 changes, and an eddy current due to electromagnetic induction flows through the coil 33 in accordance with the amount of change in magnetic flux. Then, 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 permanent magnet 32 and the coil 33, and the clutch wheel 27 is rotated.

The magnetic drag changes in accordance with the difference between the rotational speed of the flywheel 12 and the rotational speed of the clutch wheel 27. In this case, when the difference between the rotational speeds of the two becomes greater than a predetermined value, the magnetic drag decreases. The eddy current flowing in the coil 33 is transmitted to the starter casing 23 via the brush 34 arranged around the output shaft 11.
Is supplied to a radiator (not shown) to be converted from electric energy into heat energy and released into the atmosphere.

Further, the speed change clutch member 15 is disposed at the end of the input shaft 10 of the speed change device via a damper 41, and faces the intermediate pressure plate 35. The damper 41 is fixed to a damper hub 45 spline-connected to the input shaft 10. 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 4 to which torque is transmitted via 15
2, a second member 43 connected to the damper hub 45, and a damper spring 44 arranged between the first member 42 and the second member 43. The torque is transmitted to the input shaft 10 through the starting clutch member 14, the speed change clutch member 15 and the damper 41, and the damper 4 corresponds to the fluctuation of the torque.
The damper spring 44 of No. 1 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 (not shown), and the diaphragm spring 57 is clamped and held by the support portion 55. The diaphragm spring 57 is formed of an annular body, the outer peripheral edge of which contacts the pressure plate 37, and the inner peripheral edge of which contacts the release bearing 58. 59 is bolt 6
The holding spring is fixed to the pressure plate 37 by 0 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
The sleeve 63 is surrounded by 0 and is slidably attached to a sleeve 63 fixed to the starter casing 23.
A sliding member 64 slidable on the outer periphery of the sleeve 63,
And a bearing body 65, and the bearing body 6
The inner race No. 5 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 (not shown) is provided to move the release bearing 58 in the axial direction. The inner end of the release fork is opposed to the end face of the release bearing 58 on the transmission side, and the outer end thereof extends in a direction perpendicular to the direction of the input shaft 10 and penetrates the starter casing 23, and the starter casing 23. The rod of a release cylinder (not shown) is opposed to the outside of the.

The release cylinder is connected to a master cylinder (not shown) and an oil passage, and is further connected to a clutch pedal (not shown). Therefore, when the clutch pedal is depressed, the master cylinder is operated, and when the hydraulic pressure generated by the master cylinder is supplied to the release cylinder, the release fork moves the release bearing 58 to the right in the figure. You can On the other hand, when the clutch pedal is returned, the hydraulic pressure in the release cylinder can be supplied to the master cylinder, and the release fork can move the release bearing 58 to the left in the drawing.

By the way, the diaphragm spring 5 is
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 of the engine and the input shaft 10 of the transmission is adapted. When the release bearing 58 is moved to the right in the figure, the inner peripheral edge of the diaphragm spring 57 moves in the same direction, the diaphragm spring 57 swings, and the outer peripheral edge moves 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, the release bearing 5
When 8 is moved to the left in the figure, 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 moves 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. In the clutch released state (rear), the clutch pedal is depressed, the pressure plate 37 is moved leftward in the drawing, and the starting clutch member 14, the shift clutch member 15, and the torque transmission member 26 are released. At this time, the friction plate 49 of the speed change clutch member 15 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.

Next, gradually release the clutch pedal,
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, the shift clutch member 15
The engagement between the torque transmission member 26 and the torque transmission member 26 is started, and a half-clutch state is formed. At this time, since the engine is in the idling state and 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 force. In this case, the rotation speed of the clutch wheel 27 is lower than the rotation speed of the flywheel 12. In this way, the torque transmitted to the clutch wheel 27 is transmitted to the transmission device via the transmission clutch member 15.

Further, at this time, since the release stroke is made small, the diaphragm spring 57 slides the pressure plate 37 and the friction plate 49, and the friction plate 49 and the intermediate pressure plate 35, and the clutch wheel 27 side. And then the engagement between the speed change clutch member 15 and the torque transmission member 26 is terminated. Then, when the release stroke is further reduced, the intermediate pressure plate 35 moves to the clutch wheel 27 side against the biasing force of the return spring 36, and the friction plate 21 and the intermediate pressure plate 35, and the friction plate 21 The clutch wheel 27 comes into contact with each other, and the engagement between the torque transmission member 26 and the starting clutch member 14 is started.

Therefore, if the transmission is set to the first forward speed (the gear having the largest gear ratio during forward movement), the torque can be transmitted to the transmission to start the vehicle. Then, the eddy current flowing in the coil 33 is taken out as an output current to the outside of the starting device casing 23 via the brush 34 arranged around the output shaft 11, and is converted from electric energy to heat energy outside. Therefore, heat is not accumulated in the starter casing 23. Therefore, since the facings of the friction plates 21 and 49 are not deteriorated by heat, it is possible to prevent the durability of the starting device from being lowered.

Furthermore, by charging the battery with the output current, an alternator is unnecessary. 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 shortened, the intermediate pressure plate 35 resists the urging force of the return spring 36 to move the friction plate 21 and the intermediate pressure plate 35, and the friction plate 21 and the clutch wheel 27. While sliding, it further moves to the clutch wheel 27 side. And leaf spring 1
The compression margin of 9 disappears, and the engagement between the torque transmission member 26 and the starting clutch member 14 is terminated.

In the clutch engaged state, the starting clutch member 14, the speed change clutch member 15 and the torque transmitting member 26 are engaged with each other, 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 coil 33.

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

During an upshift, the accelerator opening is usually small, so the engine speed drops. Further, the rotation speed of the shift clutch member 15 becomes 2550 rotations per minute after shifting. Therefore, only the torque transmission member 26 rotates at a high rotation speed, but the interaction causes the torque transmission member 26 to rotate at a rotation speed corresponding to the engine rotation speed.
Also, the shift clutch member 15 and the torque transmission member 26 are smoothly engaged.

Similarly, when downshifting is performed,
The starting clutch member 14, the speed change clutch member 15, and the torque transmission member 26 are smoothly engaged. by the way,
In the starting device configured as described above, the torque transmitted through the magnetic coupling changes according to the difference between the rotational speed of the flywheel 12 and the rotational speed of the clutch wheel 27, and cannot be set arbitrarily.

Therefore, a second embodiment in which the coupling capacity can be controlled and arbitrarily set will be described. 2 is a cross-sectional view of a starting device in the second embodiment of the present invention, FIG. 3 is a control block diagram in the second embodiment of the present invention, and FIG. 4 is a time of the starting device in the second embodiment of the present invention. It is a chart.

As shown in the figure, the starting device is an output shaft 11 of an engine (not shown) and an input shaft 10 of a transmission (not shown).
Is provided between the engine and the transmission in response to the command signal. In the starting device, the disc-shaped flywheel 12 is fixed to the end surface of the output shaft 11 by the bolts 16, and the bearing 24 is arranged on the outer periphery of the boss portion 22 of the flywheel 12 via the bearing 24. The clutch wheel 27 is supported so as to be rotatable relative to the output shaft 11.

In this embodiment, the bearing 2
The clutch wheel 27 is rotatably supported with respect to the output shaft 11 by means of a clutch 4, and the clutch wheel 27 is supported by a bearing (not shown).
3 may be rotatably supported. Further, the flywheel 12 has a property as a ferromagnetic material.
An annular groove is formed on the surface of the flywheel 12 in the vicinity of the outer peripheral edge of the flywheel 12 facing the clutch wheel 27. The annular groove is made of a non-magnetic secondary conductive material.
The three-phase coil 33 is embedded.

On the other hand, an annular groove is also formed on the surface of the clutch wheel 27 near the outer peripheral edge thereof facing the flywheel 12, and a plurality of pairs of permanent magnets 32 are fitted into the groove. The permanent magnets 32 are arranged in the circumferential direction of the clutch wheel 27, and different magnetic poles such as S pole, N pole, 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.

By the way, when the engine is rotated at a relatively low speed, the flywheel 1 passes through the output shaft 11.
The rotation is transmitted to 2, and the flywheel 12 and the clutch wheel 27 rotate relatively. As a result, the amount of magnetic flux interlinking the coil 33 changes, and an eddy current due to electromagnetic induction flows through the coil 33 in accordance with the amount of change in magnetic flux. Then, 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 permanent magnet 32 and the coil 33, and the clutch wheel 27 is rotated.

The magnetic resistance changes in accordance with the difference between the rotational speed of the flywheel 12 and the rotational speed of the clutch wheel 27. In this case, when the difference between the rotational speeds of the two becomes greater than a predetermined value, the magnetic drag decreases. The eddy current flowing in the coil 33 is transmitted to the starter casing 23 via the brush 34 arranged around the output shaft 11.
Is taken out as an output current to an external energy adjusting device 72, supplied to a radiator (not shown), converted from electric energy to thermal energy, and emitted to the atmosphere. In addition, by performing duty control of the output current supplied to the energy adjusting device 72, the coil 3
The eddy current flowing in 3 can be adjusted.

Further, a shift clutch member 71 is arranged at the end of the input shaft 10 of the transmission through a damper 41. The shift clutch member 71 includes a back plate 7 fixed to the flywheel 12 by bolts 30.
Faced with 3. The damper 41 includes the input shaft 1
It is fixed to a damper hub 45 which is spline-connected with 0. The damper 41 is for smoothing the fluctuation of the torque transmitted to the input shaft 10 through the speed change clutch member 71, is connected to the speed change clutch member 71, and the torque is transmitted through the speed change clutch member 71. First transmitted
The member 42, the second member 43 connected to the damper hub 45,
And a damper spring 44 disposed between the first member 42 and the second member 43. The torque is serially transmitted to the input shaft 10 via the speed change clutch member 71 and the damper 41, and the damper spring 44 of the damper 41 expands and contracts in response to the torque fluctuation.

The shift clutch member 71 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. Then, the pressure plate 37 is connected to the clutch cover 31 at a protrusion (not shown) formed on the outer peripheral edge thereof. Further, a one-way clutch F is arranged to transmit the rotation of the clutch wheel 27 to the first member 42. The inner race of the one-way clutch F is formed integrally with the clutch wheel 27, and the outer race is spline-engaged with an engaging member 42a axially protruding from the first member 42. The one-way clutch F is locked and transmits torque when the rotation speed of the clutch wheel 27 is higher than the rotation speed of the first member 42, and is free when the rotation speed of the clutch wheel 27 is lower than the rotation speed of the first member 42. become.

The clutch cover 31 has a support portion 55 on the end surface on the transmission side (not shown), and a diaphragm spring 57 is clamped 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 brought into contact with the release bearing 58. 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 A moves in the axial direction, the shift clutch member 71 can be disengaged by the pressure plate 37. In addition to the effects obtained in the first embodiment, this embodiment has the following effects.

That is, the coil 3 is controlled by controlling the output current supplied to the energy adjusting device 72.
The eddy current flowing in 3 can be adjusted. As a result, not only the coupling capacity can be controlled, but also arbitrary coupling characteristics can be realized. Further, by completely stopping the supply of the output current to the energy adjusting device 72, the magnetic coupling can be deactivated and the torque transmission can be stopped. Therefore, when the magnetic coupling is deactivated, the neutral range state of the automatic transmission can be formed, and when the magnetic coupling is activated, the forward range state of the automatic transmission can be formed.

As a result, the starting clutch member 14 in the first embodiment can be eliminated, and the starting device can be downsized. By the way, the rotational speed and the torque transmitted by utilizing electromagnetic induction change logarithmically. For example, when the shift clutch member 71 is engaged when the engine (not shown) is in the idling state,
If the coupling capacity becomes larger than the torque generated by the engine, the engine will stall.

However, in this embodiment, since the coupling capacity of the magnetic coupling can be set small in the region where the rotation speed is low, engine stalling does not occur. Therefore, it is not necessary to perform idle up. Next, the energy adjusting device 72
Will be described in detail. In FIG. 3, reference numeral 33 denotes a coil, and the eddy current generated in the coil 33 is first supplied as an output current to a rectifying circuit 76 composed of six diodes D and rectified by the rectifying circuit 76. Subsequently, the output current is supplied to the smoothing circuit 77 including the capacitor C and smoothed by the smoothing circuit 77. In this way, the rectifier circuit 76 and the smoothing circuit 77
Is converted from alternating current to direct current by.

By the way, the smoothing circuit 77 and the battery 81
And the smoothing circuit 77 via the transistor Tr1.
And the radiator 82 are connected via the transistor Tr2, and the bases of the transistors Tr1 and Tr2 are connected to the control unit (ECU) 80. The control device 80 has a current value I _R and a voltage value V _{R of the} output current flowing through the line L1.
Is entered. Further, the control unit 80, a shift position signal SG1, the release stroke signal S _S, a vehicle speed signal v, a throttle opening signal theta, engine speed signal N _e and the brake signal SG2 and the like are input. Incidentally, the shift position signal SG1, the release stroke signal S _S, a vehicle speed signal v, a throttle opening signal theta, engine speed signal N _e and the brake signal SG2 and the like is detected by the running condition detecting means (not shown).

Then, the control device 80 turns on the transistor Tr1 to charge the battery 81 with the electric energy of the output current. Also,
By turning on the transistor Tr2 by the control device 80, an output current can be passed through the radiator 82 and electric energy can be converted into heat energy. Next, the operation of the energy adjusting device 72 having the above configuration will be described based on the flowchart of FIG.

In this case, the coupling capacity of the magnetic coupling can be controlled according to the running conditions of the vehicle. Therefore, the energy adjusting device 72 determines whether or not the shift position selected by the driver is the N position, and by this determination,
Determine if the vehicle is in neutral. If the vehicle is in neutral, the driver has not requested acceleration or the vehicle has been stopped, so the coupling capacity is minimized in order to make the coupling capacity less than the torque of the engine. It is also possible to calculate the torque of the engine at that time and make the coupling capacity smaller than the torque of the engine.

On the other hand, when the vehicle is not in the neutral state, it is known that the vehicle is running, and therefore the release stroke is detected to determine the state of the speed change clutch member 71. As a result, since the magnetic coupling is not used when the shift clutch member 71 is in the clutch engaged state, the process can be ended. When the shift clutch member 71 is in the clutch disengaged state, the vehicle is in the neutral state, the clutch pedal is depressed, the driver does not request acceleration, or the vehicle is stopped. Minimize coupling capacity to reduce coupling capacity below engine torque.

When the speed change clutch member 71 is neither in the clutch engaged state nor in the clutch released state, it is in the half-clutch state, so it is necessary to transmit the torque by the magnetic coupling. Therefore, the energy adjusting device 7
2, the shift position signal SG1, the release stroke signal S _S, a vehicle speed signal v, a throttle opening signal theta, calculates the torque current of the engine based on the engine speed signal N _e and the brake signal SG2, etc., a magnetic coupling The torque required to be transmitted in step (hereinafter referred to as "necessary coupling torque") is calculated. Then, the output current control means (not shown) of the energy adjustment device 72 controls the output current so that the coupling capacity becomes the required coupling torque, and outputs the required coupling capacity. Step S1 It is judged by the shift position signal SG1 whether the shift position is N or not. If the shift position is the N position, the process proceeds to step S3, and if the shift position is not the N position, the process proceeds to step S2. Step S2 The release stroke is detected by the release stroke signal S _S. Step S3 Minimize the coupling capacity of the magnetic coupling. In step S4, it is determined whether or not the shift clutch member 71 is in the clutch engagement state. If it is in the clutch engagement state, the process is terminated, and if it is not in the clutch engagement state, the process proceeds to step S5. In step S5, it is determined whether the shift clutch member 71 is in the clutch released state. If the clutch is in the disengaged state, the process proceeds to step S3. If not, the process proceeds to step S6. Step S6 The shift position signal SG1, the release stroke signal S _S , the vehicle speed signal v, the throttle opening signal θ and the engine speed signal _Ne are input. Step S7: Calculate the required coupling torque. Step S8: Output the required coupling capacity.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of a starting device according to a first embodiment of the present invention.

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

FIG. 3 is a control block diagram according to a second embodiment of the present invention.

FIG. 4 is a time chart of the starting system according to the second embodiment of the present invention.

[Explanation of symbols]

 11 Output Shaft 14 Starting Clutch Member 15, 71 Speed Change Clutch Member 16 Bolt 18 Clutch Hub 19 Leaf Spring 32 Permanent Magnet 33 Coil 80 Control Device 82 Radiator

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[Procedure amendment]

[Submission date] January 11, 1995

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

FIG.

[Procedure Amendment 2]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 2

[Correction method] Change

[Correction content]

[Fig. 2]

Front Page Continuation (72) Inventor Hideki Ariga 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Equus Research Co., Ltd.

Claims (3)

[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 heat radiator, which is disengageably disposed and which directly receives the rotation of the engine when engaged and transmits it to the transmission, and the magnetic coupling has magnetic poles different from each other arranged alternately. An annular permanent magnet formed by installing,
A starting device comprising a coil arranged to face the permanent magnet with a slight gap, the coil being connected to the radiator. 2. A magnetic coupling for transmitting torque by magnetic resistance, and a shift clutch member that is disengageably disposed and that receives rotation of the engine through the magnetic coupling and transmits it to a transmission when engaged. And a controller, and the magnetic coupling is arranged so as to face the permanent magnet with an annular permanent magnet formed by alternately arranging magnetic poles different from each other. A starting device, wherein the control device is connected to the coil and controls an output current output from the coil. 3. A travel condition detecting means for detecting a travel condition is provided, wherein the control device calculates a required coupling torque based on the detected travel condition, and a coupling capacity becomes the required coupling torque. The starting device according to claim 2, further comprising output current control means for controlling the output current.