JPS61189330A - Clutch device - Google Patents

Abstract

PURPOSE:To improve efficiency of transmission of torque by assembling a lockup clutch inside a fluid clutch and transmitting driving force of an engine to a machine clutch. CONSTITUTION:When a lockup clutch 30 is put in engagement, driving force of an engine bypasses a fluid clutch 10 and is transmitted from a front cover 54 to a piston body 31 of the lockup clutch. Then, after absorption of change of some torque performed in a damper spring mechanism 40, the driving force is mechanically transmitted to a clutch hub 21 of a machine clutch 20. Accordingly, transmission, more efficient than transmission through the fluid clutch 10 in the nonengaged condition, can be performed.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a compact and novel latch device that has a torque fluctuation absorbing function and is suitable for use in an automobile power transmission system.

[Conventional technology]

Conventionally, in automobile transmissions, a damper mechanism is attached to the clutch for power on/off to absorb the impact when the clutch is engaged, and the damper mechanism absorbs torque fluctuations from the engine. There is a limit to the amount of damper space that can be attached to the mechanical clutch, and if torque fluctuations are large, they cannot sufficiently absorb them, but there is a problem in that they tend to cause vibrations in the vehicle body, noise, etc. Therefore, in order to smoothly transmit the engine output to the drive system, the engine output is conventionally transmitted to a manual transmission via a mechanical clutch for shifting, as disclosed in, for example, Japanese Patent Application Laid-open No. 59-147156. In some cases, a power transmission device for a vehicle is known in which a fluid clutch is interposed between the engine and a mechanical clutch for speed change. In this way, by interposing the fluid clutch between the engine and the mechanical clutch, torque fluctuations during running or shifting can be absorbed by the fluid clutch. By employing a torque converter, the torque ratio can also be amplified. Generally, in the above-mentioned power transmission device, after the driving force is transmitted from the pump of the fluid clutch to the turbine via fluid, the power of this turbine is transmitted to the turbine hub,
Further, the power is transmitted from the turbine hub to a power transmission shaft, and after the power is transmitted from the shaft to the drive side hub of the mechanical clutch, the power is switched on and off in the mechanical clutch.

[Problems to be solved by the invention]

However, in such conventional power transmission devices, at least two hubs are required in order to transmit power from the turbine of the fluid clutch to the mechanical clutch, and the turbine or mechanical clutch is fixed to the hub. A means of power transmission between the hub and the shaft (for example, power transmission by splines) is required, and the configuration is ¥! There were problems in that the device was complicated and had a large number of parts, and the entire device was heavy and long. If the configuration is complicated and the number of parts increases, manufacturing costs will increase, and if the entire device becomes heavy, fuel efficiency will deteriorate. Also, if the entire device becomes long, for example, F.
This becomes a big problem when it is installed in a vehicle with limited space for accommodating a power transmission system, such as a small passenger car with a horizontally mounted F engine. Taking this into consideration, for hydraulic clutches that are not equipped with a so-called lock-up clutch, it is possible to consider a configuration that does not use the power transmission shaft, but the hub member must be able to withstand the power transmitted. Since it is necessary to have a rigid structure, there are still problems in terms of weight reduction and size reduction. On the other hand, as disclosed in the above-mentioned Japanese Patent Application Laid-open No. 59-147156, conventionally, a dry type single-plate clutch was generally used as a mechanical clutch for power on/off. In this case, in order to ensure a certain level of response speed and torque transmission capacity, a high-pressure, large-volume hydraulic power source is required, and an oil pump with high pressure and large capacity is also required. In view of these conventional problems, the applicant has recently proposed that a fluid clutch including at least a pump and a turbine be connected in series with the fluid clutch on the power transmission system, as disclosed in the concurrently filed patent application. We have developed a VIT latch device that incorporates a related wet-type mechanical clutch. Through this development, while fully absorbing torque fluctuations,
The function of arbitrarily turning on and off the torque can be achieved with a single clutch device, reducing the weight of the entire device and the length in the axial direction compared to conventional power transmission devices with the same function. Now it is possible to aim for In addition, since the mechanical clutch is a wet type, the mechanical clutch is operated at low pressure.
It can now be controlled with a low-capacity hydraulic device,
It has also become possible to make the control hydraulic system smaller and lighter. However, when a wet-type mechanical clutch that is in a direct J relationship with the fluid clutch on the power transmission system is incorporated inside the fluid clutch in this way, how can the wet-type mechanical clutch be hydraulically connected? The question is whether to perform i-control. In particular, as disclosed in the same patent application, when a hydraulic clutch is adopted that incorporates a lock-up clutch that is in a parallel relationship with the hydraulic clutch on the power transmission system, this lock-up clutch is used. The problem is what kind of oil passage configuration should be used for up-clutches, mechanical clutches, and the fluid clutches that incorporate them. (Objective of the Invention) The present invention aims to solve these problems. It has been designed to be lightweight and compact with a simple structure while having an opening for reducing torque fluctuations. The present invention provides a new latch device that can ensure sufficiently high-speed response even when using a clutch device with a high flow rate, and also provides a simple structure for the fluid clutch, mechanical clutch, and lock-up clutch that constitute this clutch device. It is an object of the present invention to provide an oil path formation that can be reliably controlled. A lock-up clutch,
and a wet-type mechanical clutch in a series relationship, and an oil passage through which the output shaft enters the inside of the fluid clutch and the oil for controlling the lock-up clutch and the mechanical clutch and the oil for filling the fluid clutch are installed. ,
The above object is achieved by forming the output shaft coaxially with the output shaft inside and on the outer circumference. Further, in an embodiment of the present invention, by using the mechanical clutch as a multi-disc clutch, it is possible to realize faster response in power interruption using a low-pressure, low-flow hydraulic power source. Further, in an embodiment of the present invention, the mechanical clutch is provided on the downstream side of the fluid clutch on the power transmission line, so that the mechanical clutch can be easily installed. Also, implementation of the present invention! ' [F, I is configured such that the drive side member of the mechanical clutch is integrally attached to the turbine together with the hub member rotatably attached to the output shaft, so that the drive side member of the mechanical clutch is integrally attached to the turbine. omit,
Moreover, the hub member is prevented from being directly subjected to transmission torque. Also, the fruit of the present invention Ml! In II, the lock-up clutch is equipped with a damper mechanism that absorbs the shock when the lock-up clutch is engaged, thereby improving the transmission rate during steady operation by engaging the lock-up clutch.
This makes it possible to absorb slight torque fluctuations when the lock-up clutch is engaged. [Operation 1] In the clutch device according to the present invention, since the fluid clutch and the tilting clutch are connected in series, it is possible to sufficiently absorb torque fluctuations when power is interrupted or transmitted. In addition, since the mechanical clutch is incorporated inside the fluid clutch, intermediate members such as shafts can be omitted for power transmission between the 38-piece clutch and the mechanical clutch, resulting in a simple, lightweight, and compact latch device. It can be done. Furthermore, since the mechanical clutch is incorporated inside the fluid clutch, the mechanical clutch can be easily converted into a wet type mechanical clutch, and compared to a dry type mechanical clutch, the same torque can be achieved using a hydraulic system with lower pressure and lower flow rate. Transmission can be realized with faster response. In addition, since a lock-up clutch that is in parallel with the fluid clutch is incorporated inside the fluid clutch, the lock-up clutch can be engaged when there is not much torque fluctuation to be absorbed by the driving force. As a result, the driving force of the engine can be mechanically transmitted to the mechanical clutch, thereby preventing torque transmission loss due to slippage of the fluid clutch. In the present invention, the output shaft is inserted into the inside of the fluid clutch, and an oil passage for passing the control oil of the lock-up clutch and the mechanical clutch and the filling oil of the fluid clutch is installed inside the output shaft. Since the clutch is formed coaxially with the output shaft on the outer periphery, each clutch can be reliably controlled with a compact shape without increasing the length in the axial direction. [Embodiment j] An embodiment of the present invention will be described in detail below based on the drawings. FIG. 1 shows a first example of a clutch device according to the present invention. This clutch device includes a fluid clutch 10 that receives drive torque from an engine, and a wet mechanical clutch 20 that is arranged in series with the fluid clutch 10 on a power transmission system.
The lock-up clutch 30 is provided in parallel with the fluid clutch 10 on the power transmission system, and the damper spring mechanism 40 is provided in the lock-up clutch 30. The fluid clutch 10 includes a pump 12 and a turbine 14, and transmits power from the pump 12 side to the turbine 14 side using a known mechanism via fluid. The pump 12 is fixed to a front cover 54 that is connected to a drive plate 50 via a connecting bolt 52, and is directly connected together with the front cover 54 and the drive plate 50 to an output shaft 55 of the engine. Further, the turbine 14 is directly attached to the outer periphery of the cylindrical portion of the drive-side clutch hub 21 of the mechanical clutch 20 via a welded portion 57. The fluid clutch 10 is sized so as to be able to reduce torque fluctuations as much as necessary and secure as much torque capacity as necessary. The mechanical clutch 20 is a wet multi-disc clutch, and includes a clutch hub 21 on the driving side, a friction plate 22, a cylinder body 23 on the driven side, a piston body 24, and a return spring 25. The clutch hub 21 has a rivet 5
8 to the hub member 60, and is rotatably but immovably attached to the output shaft 56. Further, the cylinder body 23 is splined to the output shaft 56. A hydraulic chamber 26 is formed between the cylinder body 23 and the piston body 24, and hydraulic pressure is supplied and discharged via an oil passage 64. The piston body 24 can slide in the axial direction within the cylinder body 23 by supplying and discharging hydraulic pressure from the hydraulic chamber 26, and can press against the friction plate 22. Note that the output shaft 56 serves as an input shaft of a transmission (not shown). The lock-up clutch 30 is provided between the front cover 54 which is the input side of the fluid clutch 10 and the hub member 60 which is the output side of the fluid clutch 10, and is connected to the input and output of the fluid clutch 10 via the damper spring mechanism 40. The two sides are directly connected mechanically. This lock-up clutch 30 includes a piston body 31 that can be pressed against the front cover 54. A flange portion 32 is formed protrudingly on the piston body 31, and a damper spring mechanism 40 is connected to the piston body 31 via a spline formed on the clutch portion.
power is transmitted to. As shown in detail in FIG. 2, the damper spring mechanism 40 includes a drive plate 41 attached to engage with a spline formed on the piston body 31, and a drive plate 41 that extends in the circumferential direction. Consisting of a plurality of compression coil springs 42 arranged so as to be expandable and retractable, and a housing 43 which is jointly tightened and integrated with the rivet 58 on the hub member 60 side and supports the compression coil springs 42 in an expandable and retractable state. has been done. This housing 43 has a long hole (not shown) formed between each compression coil spring 42 arranged on the same radius of the drive plate 41.
A rivet (not shown) attached through the hole allows for relative rotation with the drive plate 41 up to an amount corresponding to the elongated hole. The output shaft 56 extends into the interior of the fluid clutch 10, and oil passages 61 to 65 are formed coaxially with the output shaft 56 inside and on the outer periphery thereof. And oil road 61~
Lock-up clutch front cover 5 by 63
4 side hydraulic pressure is also supplied and discharged from the turbine 1 through the oil passage 65.
The hydraulic pressure on the 4 side is supplied and discharged, and the hydraulic pressure of the mechanical clutch 20 is also supplied through the oil passage 64! It is configured such that hydraulic pressure can be supplied and discharged from each of the parts 26 and 26. Further, the filling oil in the fluid clutch 10 is also used as the operating oil for the lock-up clutch 30. That is, an inner cylinder 71 is coaxially disposed on the output shaft 56 through a through hole 72, a middle cylinder 81 is coaxially disposed on the inner cylinder 71 through a through hole 82, and the middle cylinder 81 Outer cylinders 91 are disposed coaxially through through holes 92, respectively, while oil passages 66A to 66C in FIG. 1 are arranged in a line perpendicular to the drawing, and oil passage 66A is Road 6
5, the oil passage 66B is connected to the oil passage 64, and the oil passage 66C is connected to the oil passage 63, respectively. Next, the connection state of these oil passages 61 to 65.66A to 66C will be explained. As shown in FIGS. 3 to 5, the inner cylinder 71 includes an oil passage hole 66C connected to an oil passage 66G. This oil passage hole 66c is connected to an oil passage 63 formed between the output shaft 56 and the output shaft 56 via a side groove 74. Also, the first
As shown in the figure, this inner cylinder 71 has a flange portion 7 bent toward the outer circumference at the front end (left side in the figure).
3, and the flange portion 73 forms a part of the front wall of the oil passage 63 facing the hydraulic chamber 26. The middle cylinder 81 has an oil passage hole 66c connected to an oil passage 66C as well as an oil passage hole 66b connected to an oil passage 66B.
Equipped with The oil passage hole 66b is connected to an oil passage 64 formed between the oil passage hole 66b and the outer circumference of the inner cylinder 71 via a side groove 84. Also, like the inner cylinder 71, this middle cylinder 81 also has a flange portion 83 bent toward the outer circumference at its front end, and the seven flange portions 83 connect the rear wall and lock of the oil passage to the hydraulic chamber 26. A part of the front wall of the oil passage 65 toward the turbine side of the up clutch is formed. Note that the oil passage 65 is connected to the pump 1 of the fluid clutch 10.
An upper wall and a rear wall thereof are formed by a protruding member 13 extending from the second side. The outer cylinder 91 includes three parallel oil passages 66A to 66C. Of these, the oil passage 66A is the side groove 9.
4 to the oil passage 65. Note that these inner cylinders 71 and middle cylinders 81
, the outer cylinder 91 is press-fitted and assembled with the respective oil passage holes 66b, 66c aligned with the oil passages 66B, 66G, but in FIG.
In order to clarify the positional relationship between ~66C and 63~65, the actual positions are slightly rotated. Next, a hydraulic circuit provided for controlling this clutch device will be explained using FIG. 6. In the figure, 100 is an oil pan, 102 is an oil pump, 104 is a mechanical clutch control valve, 10
6 is a control valve for the lock-up clutch. The mechanical clutch control valve 104 has a spool 110 with lands 108 and 109, and the spool 110 is moved up and down by an orifice 112 and a first electromagnetic valve 114.
The hydraulic pressure P1 is generated in the oil passage 66B or drained by the oil passage 66B. Oil pressure P1 is oil pump 1
The discharge oil pressure Po of 02 is set to the known regulator valve 11.
It is obtained by adjusting the pressure at 6. The lock-up clutch control valve 106
has a spool 122 with lands 118-120, an orifice 124 and a second'! ! This spool 122 is moved up and down by a magnetic valve 126 to generate oil pressure P2 only in either one of the oil passages 66A and 66C. The oil pressure P2 is obtained by further regulating the oil pressure P1, which has been regulated by the first regulator valve 116, by a second regulator valve 128, which is known in the art. Next, the operation of this embodiment will be explained. The power of the engine is transmitted from its output shaft 55 to the drive plate 50. It is transmitted to the connecting bolt 52, the front cover 54, and further transmitted to the pump 12 of the fluid clutch 10. Since the driving force is transmitted from the pump 12 to the turbine 14 via the fluid, torque fluctuations etc. are sufficiently absorbed here. Clutch hub 211 of clutch 20
．． : It is further transmitted to the output shaft 56 via the root plate 22 and the cylinder body 23. The connection and disconnection of the power of this mechanical clutch 20 is carried out through the oil passage 66.
This is done by supplying and discharging hydraulic pressure to the hydraulic chamber 26 via B and 64, and causing the piston body 24 to press against and separate from the friction plate 22. That is, when the first electromagnetic ffj valve 114 is turned on, as shown in FIG.
4 becomes open, and the oil pressure on the top surface of the spool 110 reaches 13.
0 oil pressure decreases and the spool 110 is positioned upward by the return spring 132, the oil passage 66
B is blocked by the land 108 and opened to the atmosphere. Therefore, the oil at the hydraulic pressure level 26 is drained and the mechanical clutch 20 is disengaged. On the other hand, the first solenoid valve 11
When 4 is turned OFF, the oil pressure from oil pressure to 130 is Pl.
In order to rise to
occurs. As a result, the oil pressure P1 is supplied to the oil pressure 26 through the oil passage 66B1, the oil passage hole 66b, and the oil passage 64 (the seventh
(A), the piston body 24 is moved forward and the mechanical clutch 2o is engaged. That is, the mechanical clutch 20 is connected and connected by an independent hydraulic system by turning the first electromagnetic valve 114 ON and OFF. Note that, since this mechanical clutch 20 is a wet type, the oil pressure P1 and the amount of oil of the hydraulic system are sufficient at a lower pressure and lower flow rate than in a dry type clutch. Next, the lock-up clutch 30 is hydraulically operated when the operating state of the engine, the running state of the vehicle, the driver's operation, etc. meet predetermined conditions, that is, when torque absorption is no longer required. be done. This control is performed as follows. Again in FIG. 6, since the second regulator valve 128 is arranged downstream of the second regulator valve 116, the second regulator valve 128 regulates the oil pressure P2 which is lower than the oil pressure P1. be done. On the other hand, similarly to the first solenoid valve 114, a second solenoid valve 126
The spool 122 is moved up and down. When the second solenoid valve 126 is turned on, the spool 122 is located at the upper side as shown in FIG.
and 66G are connected, hydraulic pressure P2 is generated in oil passage 66C, and oil passage 6
6A is considered to be released to the atmosphere. As a result, this oil pressure P2 is the oil passage hole 66C1 oil passage 63.6.
2.61 (FIG. 7(B)), and is supplied to the front cover side of the piston body 31 of the lock-up clutch 30. As a result, the piston body 31 is pushed down to maintain the lock-up clutch in a disengaged state. On the other hand, the 21st! When the magnetic valve 126 is turned off, the spool 122 is pushed down against the return spring 136, and the oil passage 134 and the oil passage 66A are connected.
Oil pressure P2 is generated at A, and the oil passage 66C is opened to the atmosphere. As a result, oil pressure P2 is supplied to the turbine 14 side of the piston body 31 of the lock-up clutch 30 through the oil passage hole 66a and the oil passage 65 (FIG. 7(C)), and the lock-up clutch is brought into an engaged state. Ru. That is, the lock-up clutch is engaged and engaged by turning the second solenoid valve 126 ON and OFF. As a result, when the lock-up clutch 30 is engaged, the driving force of the engine is transmitted from the front cover 54 to the piston body 31 of the lock-up clutch, bypassing the fluid clutch 10, and the damper spring 1 structure 40
After absorbing some torque fluctuations, mechanical clutch 2
This means that the transmission is mechanically transmitted to the clutch hub 21 of No. 0, and more efficient transmission can be performed than transmission via the fluid clutch 10 when it is disengaged. According to this embodiment, since the fluid clutch 10 is interposed between the engine and the mechanical clutch 20, fluctuations in the driving torque can be sufficiently absorbed by the fluid clutch 10, and the fluctuations in the driving torque are small. The lock-up clutch 30 can be engaged when the hydraulic clutch 10 is in a state of no slippage, and as a result, the driving force of the engine can be mechanically transmitted to the mechanical clutch 20. It is possible to prevent torque transmission loss due to Also, at that time, lock-up clutch 3
Since torque is transmitted through the damper spring mechanism 40 provided at the damper spring mechanism 40, minute torque fluctuations can be absorbed by the damper spring mechanism 40. In addition, in controlling these, each control can be performed independently and reliably through oil passages formed coaxially inside and on the outer circumference of the output shaft 56 that enters the inside of the fluid clutch. It is. Further, as a result, the oil in the fluid clutch can be appropriately circulated, so it is possible to cool the entire clutch device without particularly providing heat radiation fins or the like. In addition, in the above embodiment, a multi-plate clutch was employed as a wet mechanical clutch, but the present invention does not limit the specific configuration of the mechanical clutch.
For example, if there is not enough storage space, a single-plate clutch may be used. In addition, in the above example i, the Isotsuki clutch was provided on the power transmission path downstream of the fluid clutch to simplify the arrangement of each clutch and the power transmission path, but the present invention This does not preclude the provision of a mechanical clutch upstream of the fluid clutch. Furthermore, in the above embodiment, the lock-up clutch of the hydraulic clutch is equipped with a damper mechanism so that slight torque fluctuations can be absorbed even when the lock-up clutch is engaged. In the invention, the damper mechanism of the lock-up clutch is not necessarily essential. Therefore, naturally, the structure of the damper mechanism is not limited to the structure of the above embodiment. (Effects of the Invention) As explained above, according to the present invention, the function of being able to sufficiently absorb torque fluctuations and arbitrarily connect and disconnect the torque can be realized with one clutch device, and the same Compared to conventional examples of functions, it is possible to reduce the burden of inspection of the entire device and reduce the length in the axial direction.In addition, since the mechanical clutch is a wet type, it is driven by a low-pressure, low-capacity hydraulic device. Therefore, the hydraulic system for driving the mechanical clutch can be made smaller and lighter, and power consumption can also be reduced.Furthermore, the oil passage for controlling the mechanical clutch or lock-up clutch can be reduced. Since it is formed coaxially inside the output shaft and on its outer circumference, each clutch element can be controlled independently without interference, and the shaft of the clutch device is formed to form the oil passage. It is possible to prevent the length in the direction from increasing.As a result, it is easier to install it in, for example, a small vehicle with a horizontally installed FF engine, and the fuel efficiency is improved by reducing the weight of the device. This has the effect of being able to.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing an embodiment of the clutch device according to the present invention, FIG. 2 is an enlarged FJ view of the damper spring mechanism in the actual m1M, and FIG. 3 is an inner cylinder, middle cylinder, and outer cylinder. 4 is a partial rear view similarly seen from the rear side of the outer cylinder, FIG. 5 is a partial front view similarly seen from the front side, and FIG. 6 is a partially exploded sectional view showing the engaged state of the outer cylinder.
Hydraulic circuit diagrams for controlling each clutch element of the above embodiment, FIGS. 7(A) to 7(C) are partial sectional views showing the hydraulic pressure transmission state of the above embodiment, respectively. 10...Fluid clutch, 12...Pump, 1
4...Turbine, 20...Mechanical clutch (wet clutch), 30...
Lock-up clutch, 40... Damper spring mechanism, 56... Output shaft, 60... Hub member,
61-65.66A-66C... oil path, 66b, 6
6c... Oil passage hole, 74.84.94... Side groove, 104... Control valve for mechanical clutch, 10
6...Control valve for lock-up clutch.

Claims (5)

[Claims] (1) A lock-up clutch that is in parallel with the fluid clutch on the power transmission system and a wet-type mechanical clutch that is in series are installed inside the fluid clutch, and the output shaft is inserted into the fluid clutch. , an oil passage for passing control oil for the lock-up clutch and mechanical clutch and filling oil for the fluid clutch is formed coaxially with the output shaft inside and on the outer periphery of the output shaft. Device. (2) The clutch device according to claim 1, wherein said mechanical clutch is a multi-disc clutch. (3) The mechanical clutch is installed downstream of the fluid clutch on the power transmission line.
Clutch device according to item 1 or 2. (4) The clutch device according to claim 3, wherein the drive side member of the mechanical clutch is integrally attached to the turbine together with a hub member rotatably provided on the output shaft. (5) The clutch device according to claim 4, wherein the lock-up clutch is provided with a damper mechanism that absorbs shock when the lock-up clutch is engaged.