WO2017150401A1 - Clutch unit - Google Patents

Clutch unit Download PDF

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Publication number
WO2017150401A1
WO2017150401A1 PCT/JP2017/007295 JP2017007295W WO2017150401A1 WO 2017150401 A1 WO2017150401 A1 WO 2017150401A1 JP 2017007295 W JP2017007295 W JP 2017007295W WO 2017150401 A1 WO2017150401 A1 WO 2017150401A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
output shaft
lever
side clutch
rotational torque
Prior art date
Application number
PCT/JP2017/007295
Other languages
French (fr)
Japanese (ja)
Inventor
尚弘 岡田
直嗣 北山
Original Assignee
Ntn株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2017150401A1 publication Critical patent/WO2017150401A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F16D41/064—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls
    • F16D41/066—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls all members having the same size and only one of the two surfaces being cylindrical
    • F16D41/067—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls all members having the same size and only one of the two surfaces being cylindrical and the members being distributed by a separate cage encircling the axis of rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F16D41/08—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F16D41/08—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
    • F16D41/10—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action with self-actuated reversing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D63/00—Brakes not otherwise provided for; Brakes combining more than one of the types of groups F16D49/00 - F16D61/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
    • F16D67/02—Clutch-brake combinations

Definitions

  • the present invention includes a lever-side clutch portion to which rotational torque is input by lever operation, a brake-side clutch portion that transmits rotational torque from the lever-side clutch portion to the output side, and interrupts rotational torque from the output side. It is related with the clutch unit provided with.
  • a clutch portion is disposed between an input member and an output member.
  • the clutch portion is configured to control transmission and interruption of rotational torque by engaging and disengaging an engaging member such as a cylindrical roller or a ball between the input member and the output member.
  • the present applicant has previously proposed a clutch unit incorporated in an automobile seat lifter that adjusts the seat seat up and down by lever operation (see, for example, Patent Document 1).
  • the clutch unit disclosed in Patent Document 1 transmits a rotational torque from the lever side clutch portion to which the rotational torque is input by lever operation, and the rotational torque from the lever side clutch portion to the output side, and the rotational torque from the output side.
  • a brake-side clutch portion that shuts off.
  • the lever side clutch part is engaged with the outer ring to which rotational torque is input by lever operation, the inner ring that transmits the rotational torque input from the outer ring to the brake side clutch part, and the wedge clearance between the outer ring and the inner ring.
  • a plurality of cylindrical rollers that control transmission and interruption of rotational torque from the outer ring by separation, a cage that holds the cylindrical rollers at equal intervals in the circumferential direction, and elastic torque is accumulated by rotational torque from the outer ring, and rotational torque
  • the main part is composed of two centering springs that return the cage and the outer ring to the neutral state by the accumulated elastic force.
  • the brake-side clutch section is configured to reduce the rotational torque from the output shaft by engaging and disengaging the side plate and outer ring whose rotation is restricted, the output shaft from which the rotational torque is output, and the wedge clearance between the outer ring and the output shaft.
  • a plurality of pairs of cylindrical rollers that control the interruption and transmission of rotational torque from the lever side clutch, a leaf spring that urges a separation force between each pair of cylindrical rollers, and a pair of cylindrical rollers and leaf springs
  • the main part is comprised by the holder
  • the inner ring that transmits the rotational torque from the outer ring to the brake side clutch portion, and in the brake side clutch portion, each pair of cylinders disposed between the outer ring and the output shaft.
  • the rollers and the leaf springs are integrally formed with a cage that holds the rollers at regular intervals in the circumferential direction.
  • the cage and outer ring return to the neutral state due to the elastic force of both centering springs, while the inner ring maintains the given rotational position. Therefore, the inner ring rotates in a jog by repeating the rotation of the outer ring, that is, by the pumping operation of the operation lever.
  • the cage of the brake side clutch portion further rotates, the rotational torque from the cage is transmitted to the output shaft, and the output shaft rotates.
  • the output shaft is also joggingly rotated.
  • the seat seat height can be adjusted without any discomfort for the passenger.
  • the friction ring is made of resin, and both are made of different materials and have different linear expansion coefficients. For this reason, especially during expansion due to a high temperature, the friction ring press-fit state with respect to the annular recess of the output shaft, that is, the friction ring tightening force (tightening force) is remarkably increased.
  • the resin material constituting the friction ring tends to reduce the rotational resistance imparted to the output shaft by the friction ring when the service period is extended due to the effect of creep. As a result, when the brake side clutch part is unlocked, there is a possibility that abnormal noise or fine vibration may occur in the brake side clutch part.
  • the present invention has been proposed in view of the above-described improvements, and the object of the present invention is to always stably provide an appropriate rotational resistance to the output shaft when the brake side is unlocked. To provide a clutch unit.
  • the clutch unit according to the present invention is provided on the input side, and is provided on the output side with a lever side clutch portion that controls transmission and interruption of the rotational torque input by lever operation, and the rotational torque from the lever side clutch portion.
  • a basic configuration including a brake-side clutch portion that transmits to the output side and blocks rotational torque that is reversely input from the output side is provided.
  • the brake side clutch portion of the present invention includes a stationary member whose rotation is restricted, an output member from which rotation is output, a stationary member attached to the stationary member, And a braking member that imparts rotational resistance to the output member with sliding torque generated by press-fitting, and the braking member is formed of a metal coil spring.
  • the braking member is a metal coil spring
  • the coil spring and the output member can be made of a material having substantially the same linear expansion coefficient. From this, it is possible to suppress an increase in the tightening force of the coil spring due to press-fitting into the output member due to a temperature rise.
  • the braking member in the present invention has a structure in which both ends of the coil spring are extended in the radial direction, the stationary member has a structure having protrusions protruding in the axial direction, and both ends of the coil spring are stationary. A configuration in which the projection is locked to the projection is desirable.
  • the braking member according to the present invention has a structure in which both ends of the coil spring are extended in the axial direction, the stationary member has a structure having a recess recessed in the axial direction, and both ends of the coil spring are stationary. It is desirable to have a configuration that is locked in the recess.
  • Such a configuration is effective as another means for reducing the diameter of the coil spring with the rotation of the output member and making the output member rotatable when the brake side clutch is unlocked.
  • the clutch unit according to the present invention is suitable for automobile use by incorporating the lever side clutch part and the brake side clutch part into the automobile seat lifter part.
  • the braking member is a metal coil spring
  • the coil spring and the output member can be made of a material having a substantially equivalent linear expansion coefficient. From this, it is possible to suppress an increase in the tightening force of the coil spring due to press-fitting into the output member due to a temperature rise.
  • FIG. 2 is a cross-sectional view taken along line AA in FIG.
  • FIG. 3 is a sectional view taken along line BB in FIG. 1.
  • FIG. 2 is an exploded perspective view showing a side plate and a brake spring of FIG. 1. It is a fragmentary sectional view which shows the operation state (at the time of the stop of an output shaft) of a braking spring. It is a fragmentary sectional view which shows the operation state (at the time of rotation of an output shaft) of a braking spring. It is a characteristic view which shows the relationship of the operation torque with respect to the operation angle of an input shaft.
  • FIG. 6 is an exploded perspective view showing a side plate and a brake spring in another embodiment of the present invention. It is a block diagram which shows the seat seat and seat lifter part of a motor vehicle.
  • FIG. 1 is a cross-sectional view showing the overall configuration of the clutch unit of this embodiment
  • FIG. 2 is a cross-sectional view taken along line AA in FIG. 1
  • FIG. 3 is a cross-sectional view taken along line BB in FIG.
  • the clutch unit 10 of this embodiment has a structure in which a lever side clutch portion 11 provided on the input side and a brake side clutch portion 12 provided on the output side are unitized.
  • the lever side clutch part 11 controls transmission and interruption of rotational torque input by lever operation.
  • the brake-side clutch unit 12 has a reverse input blocking function for transmitting the rotational torque from the lever-side clutch unit 11 to the output side and blocking the rotational torque that is reversely input from the output side.
  • the lever side clutch unit 11 transmits to the brake side clutch unit 12 the side plate 13 and the outer ring 14 to which rotational torque is input by lever operation, and the rotational torque input from the outer ring 14.
  • a retainer 17 for holding, an inner centering spring 18 for returning the retainer 17 to a neutral state, and an outer centering spring 19 for returning the outer ring 14 to a neutral state are provided.
  • the claw part 13a formed in the outer peripheral edge part of the side plate 13 is inserted into the notch recess 14a formed in the outer peripheral edge part of the outer ring 14, and the side plate 13 is tightened by tightening. And is integrated as an input member of the lever side clutch portion 11.
  • the input of the rotational torque to the outer ring 14 is performed by an operation lever 43 (see FIG. 9) that is swingable in the vertical direction and is attached to the side plate 13 by screwing or the like.
  • the inner ring 15 includes a cylindrical portion 15a through which the output shaft 22 is inserted, a diameter-enlarged portion 15b in which a brake side end portion of the cylindrical portion 15a extends radially outward, and an outer peripheral end of the diameter-enlarged portion 15b. It consists of a plurality of pillars 15c (see FIG. 3) protruding by bending the part in the axial direction.
  • a wedge clearance 20 is formed between a cylindrical surface 15d formed on the outer periphery of the cylindrical portion 15a of the inner ring 15 and a cam surface 14b formed on the inner periphery of the outer ring 14, and the above-described cylindrical roller is formed in the wedge clearance 20.
  • 16 are arranged at equal intervals in the circumferential direction by a cage 17.
  • the inner centering spring 18 is a C-shaped elastic member having a circular cross section disposed between the retainer 17 and a cover 24 that is a stationary member of the brake side clutch portion 12. Both ends of the inner centering spring 18 are disposed on the retainer 17 and the cover 24. It is locked to a part of.
  • the inner centering spring 18 is elastically expanded by the rotation of the cage 17 following the outer ring 14 with respect to the cover 24 in a stationary state when the rotational torque input from the outer ring 14 is applied by lever operation. When the rotational torque input from the outer ring 14 is released, the cage 17 is returned to the neutral state by the elastic force.
  • the outer centering spring 19 positioned on the radially outer side of the inner centering spring 18 is a C-shaped strip elastic member disposed between the outer ring 14 and the above-described cover 24, and both ends thereof are arranged on the outer ring 14 and the cover 24. It is locked to a part of.
  • the outer centering spring 19 is expanded with the rotation of the outer ring 14 with respect to the cover 24 in a stationary state when the rotational torque input from the outer ring 14 by the lever operation is applied, and an elastic force is accumulated. When the rotational torque input from is released, the outer ring 14 is returned to the neutral state by the elastic force.
  • the cage 17 is a resin-made cylindrical member in which a plurality of pockets 17a for accommodating the cylindrical rollers 16 are formed at equal intervals in the circumferential direction. Note that both end portions of the inner centering spring 18 are locked to one axial end portion of the cage 17, that is, the axial end portion on the cover 24 side of the brake side clutch portion 12.
  • the cage 17 is disposed between the outer ring 14 and the inner ring 15 in the radial direction, and is sandwiched between the outer ring 14 and the cover 24 of the brake side clutch portion 12 in the axial direction.
  • the brake-side clutch portion 12 having a reverse input blocking function which is called a lock type, has a pillar portion 15 c of the inner ring 15 to which the rotational torque from the lever-side clutch portion 11 is input.
  • An output shaft 22 as an output member from which the rotational torque from the lever side clutch portion 11 is output, an outer ring 23, a cover 24 and a side plate 25 as stationary members whose rotation is restricted, an outer ring 23 and an output shaft 22.
  • a plurality of pairs of cylindrical rollers 27 for controlling the interruption of the rotational torque reversely input from the output shaft 22 and the transmission of the rotational torque input from the column portion 15c of the inner ring 15 by engagement and disengagement between
  • the main part de ne and referred to) and is configured.
  • the output shaft 22 is integrally formed with a large-diameter portion 22b that extends radially outward and expands in the axial central portion of the shaft portion 22a into which the cylindrical portion 15a of the inner ring 15 is extrapolated.
  • a pinion gear 22d for connecting to the seat lifter portion is coaxially formed at the output side end portion of the shaft portion 22a.
  • the washer 31 is press-fitted into the input side end portion of the shaft portion 22a via the wave washer 30 to prevent the component parts of the lever side clutch portion 11 from coming off.
  • a plurality of (for example, six) flat cam surfaces 22e are formed on the outer periphery of the large-diameter portion 22b of the output shaft 22 at equal intervals in the circumferential direction.
  • One leaf spring interposed between the two cylindrical rollers 27 and the cylindrical rollers 27 in a wedge clearance 26 provided between the cam surface 22e of the large diameter portion 22b and the cylindrical inner peripheral surface 23a of the outer ring 23. 28 are arranged.
  • the cylindrical roller 27 and the leaf spring 28 are arranged at equal intervals in the circumferential direction by the pillar portion 15 c of the inner ring 15.
  • the column portion 15c of the inner ring 15 transmits a rotational torque input from the outer ring 14 of the lever side clutch portion 11 to the output shaft 22, thereby functioning as an input member of the brake side clutch portion 12, and the cylindrical roller 27 and the leaf spring. 28 is accommodated in the pocket 15f and held at equal intervals in the circumferential direction to function as a cage.
  • the column portion 15c of the inner ring 15 is referred to as a cage 15c.
  • the large-diameter portion 22b of the output shaft 22 is provided with a protrusion 22f for transmitting the rotational torque from the inner ring 15 to the output shaft 22.
  • the protrusion 22f is inserted and disposed in a hole 15e formed in the enlarged diameter portion 15b of the inner ring 15 with a circumferential clearance.
  • the outer ring 23, the cover 24, and the side plate 25 are divided into a notch recess 23 b formed in the outer peripheral edge of the thick plate-like outer ring 23 and a notch recess 24 a formed in the outer peripheral edge of the cover 24.
  • the side plate 25 is fixed to the outer ring 23 and the cover 24 and is integrated as a stationary member of the brake side clutch portion 12 by inserting and crimping the claw portion 25a formed on the outer peripheral edge of the brake.
  • the cage 17 and the outer ring 14 are returned to the neutral state by the elastic force of the centering springs 18 and 19.
  • the inner ring 15 maintains the given rotational position as it is. Therefore, the inner ring 15 rotates in a jog by repeating the rotation of the outer ring 14, that is, by the pumping operation of the operation lever 43 (see FIG. 9).
  • the cylindrical roller 27 engages with the wedge clearance 26 between the output shaft 22 and the outer ring 23 even when rotational torque is reversely input to the output shaft 22 due to seating on the seat. 22 is locked to the outer ring 23. In this way, the rotational torque reversely input from the output shaft 22 is locked by the brake side clutch portion 12 and the return of the rotational torque reversely input to the lever side clutch portion 11 is blocked. Thereby, the seat seat cannot be adjusted up and down.
  • the overall configuration of the clutch unit 10 in this embodiment is as described above, and the brake spring 29 that is a characteristic configuration thereof will be described in detail below.
  • the brake spring 29 is attached to the side plate 25 as an alternative to the resin friction ring (see Patent Document 1) in the conventional clutch unit, and is connected to the output shaft 22.
  • This is a metal coil spring that imparts rotational resistance to the output shaft 22 with a sliding torque generated by the press-fitting of.
  • both ends 29a and 29b of the brake spring 29 are extended radially inward, and a pair of protrusions 25b and 25c protruding inward in the axial direction are formed on a part of the side plate 25 by cutting and raising.
  • the braking spring 29 is elastically deformed by expanding both the extending end portions 29a and 29b in the circumferential direction by arranging one extending end portion 29a and the other extending end portion 29b in an overlapping manner in the circumferential direction. The diameter is reduced.
  • the brake spring 29 is attached to the side plate 25 by disposing and locking the both extended end portions 29a and 29b on the outer side in the circumferential direction of the protrusions 25b and 25c of the side plate 25, and is attached to the large diameter portion 22b of the output shaft 22.
  • the inner circumferential surface 22g of the formed annular recess 22c is press-fitted with a tightening margin (tight force).
  • a rotational resistance (sliding torque) is applied to the output shaft 22 when the lever is operated by the frictional force generated between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22.
  • both ends 29a and 29b of the brake spring 29 are slightly expanded in the circumferential direction, whereby the brake spring 29 is reduced in diameter by elastic deformation. Due to the reduced diameter of the brake spring 29, a minute gap is formed between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22, and the output shaft 22 becomes rotatable. Thereafter, while the brake spring 29 remains in the reduced diameter state shown in FIG. 6, the output shaft 22 rotates while the inner peripheral surface 22 g of the annular recess 22 c of the output shaft 22 slides with respect to the outer peripheral portion 29 c of the brake spring 29.
  • a metal coil is used as a braking member that imparts rotational resistance to the output shaft 22 when the output shaft 22 is unlocked.
  • the brake spring 29 which is a spring
  • the brake spring 29 and the output shaft 22 can be made of a material having substantially the same linear expansion coefficient. From this, it is possible to suppress an increase in the pressing force of the braking spring 29 due to press-fitting into the output shaft 22 due to a temperature rise.
  • the braking spring 29 (product of the present invention) employed in this embodiment has a frictional force during rotation of the output shaft 22 as compared with a conventional friction ring (conventional product) due to a reduction in the coil diameter during rotation transmission. Becomes smaller. Therefore, as shown in FIG. 7, it is possible to reduce the operating torque when the output shaft 22 rotates while securing the rotational resistance (sliding torque) applied when the output shaft 22 does not rotate.
  • both end portions 29a and 29b of the brake spring 29 are extended in the radial direction, and the side plates 25 are formed with protrusions 25b and 25c protruding in the axial direction.
  • the present invention is not limited to this, and the structure shown in FIG.
  • both ends 29d and 29e of the brake spring 29 are extended in the axial direction, and a pair of through holes 25d and 25e are formed as concave portions recessed in the axial direction in a part of the side plate 25. It has.
  • the brake spring 29 is configured such that one extending end portion 29d and the other extending end portion 29e overlap with each other in the circumferential direction so that both the extending end portions 29d and 29e are arranged in the circumferential direction.
  • the diameter is reduced by elastic deformation.
  • the brake spring 29 of this embodiment is attached to the side plate 25 by inserting both extended end portions 29d and 29e into the through holes 25d and 25e of the side plate 25 and locking them at the inner end portion.
  • the inner circumferential surface 22g of the annular recess 22c is press-fitted with a tightening margin (tight force).
  • a rotational resistance (sliding torque) is applied to the output shaft 22 during lever operation by the frictional force generated between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22.
  • the through holes 25d and 25e of the side plate 25 through which both the extended ends 29d and 29e of the brake spring 29 are inserted are the extended ends 29d and 29e of the brake spring 29 when the output shaft 22 is unlocked by lever operation. Is formed in a long hole extending in the circumferential direction so that it can move in the rotation direction.
  • the clutch unit 10 of this embodiment is used by being incorporated in an automobile seat lifter 41 that adjusts the height of a seat by lever operation.
  • FIG. 9 shows a seat 40 installed in the passenger compartment of the automobile.
  • the seat 40 is composed of a seating seat 48 and a backrest seat 42, and the seat lifter 41 adjusts the height of the seating surface of the seating seat 48.
  • the height of the seating seat 48 is adjusted by the operation lever 43 attached to the side plate 13 (see FIG. 1) of the lever side clutch portion 11 in the clutch unit 10.
  • the sheet lifter 41 has the following structure. One end of each of the link members 45 and 46 is pivotally attached to the slide movable member 44. The other ends of the link members 45 and 46 are pivotally attached to the seating seat 48, respectively. A sector gear 47 is integrally provided at the other end of the link member 45. The sector gear 47 meshes with the pinion gear 22 d of the output shaft 22 of the clutch unit 10.
  • the lever side clutch portion 11 is operated, that is, the operation lever 43 is swung downward to lock the brake side clutch portion 12 (see FIG. 1). Release the state.
  • the brake side clutch part 12 is unlocked, the seating surface of the seating seat 48 can be smoothly lowered by applying an appropriate rotational resistance to the output shaft 22 by the braking spring 29 (see FIG. 1).
  • the pinion gear 22d of the output shaft 22 of the brake side clutch portion 12 is rotated clockwise (in FIG. 9) with the rotational torque transmitted from the lever side clutch portion 11 to the brake side clutch portion 12. It rotates in the direction of the arrow. Then, the sector gear 47 meshing with the pinion gear 22d swings counterclockwise (in the direction of the arrow in FIG. 9), and both the link member 45 and the link member 46 are tilted to lower the seating surface of the seating seat 48.

Abstract

The present invention comprises: a lever-side clutch part 11 provided on an input side, the lever-side clutch part 11 controlling the transmission and interruption of rotational torque inputted by a lever operation; and a brake-side clutch part 12 provided on an output side, the brake-side clutch part 12 transmitting the rotational torque from the lever-side clutch part 11 to the output side, and interrupting the rotational torque that is reverse-inputted from the output side. The brake-side clutch part 12 uses a side plate 25 in which rotation is restricted, an output shaft 22 with which rotation is outputted, and a metal coil spring 29 attached to the side plate 25, the coil spring 29 acting as a braking member for applying rotational resistance to the output shaft 22 using sliding torque generated by being pressed into the output shaft 22.

Description

クラッチユニットClutch unit
　本発明は、レバー操作により回転トルクが入力されるレバー側クラッチ部と、そのレバー側クラッチ部からの回転トルクを出力側へ伝達すると共に、出力側からの回転トルクを遮断するブレーキ側クラッチ部とを備えたクラッチユニットに関する。 The present invention includes a lever-side clutch portion to which rotational torque is input by lever operation, a brake-side clutch portion that transmits rotational torque from the lever-side clutch portion to the output side, and interrupts rotational torque from the output side. It is related with the clutch unit provided with.
　一般に、円筒ころやボール等の係合子を用いるクラッチユニットにおいては、入力部材と出力部材との間にクラッチ部が配設される。このクラッチ部は、前述の入力部材と出力部材との間で円筒ころやボール等の係合子を係合および離脱させることによって、回転トルクの伝達および遮断を制御する構成になっている。 Generally, in a clutch unit using an engagement element such as a cylindrical roller or a ball, a clutch portion is disposed between an input member and an output member. The clutch portion is configured to control transmission and interruption of rotational torque by engaging and disengaging an engaging member such as a cylindrical roller or a ball between the input member and the output member.
　本出願人は、レバー操作により座席シートを上下調整する自動車用シートリフタ部に組み込まれるクラッチユニットを先に提案している（例えば、特許文献１参照）。この特許文献１に開示されたクラッチユニットは、レバー操作により回転トルクが入力されるレバー側クラッチ部と、そのレバー側クラッチ部からの回転トルクを出力側へ伝達すると共に、出力側からの回転トルクを遮断するブレーキ側クラッチ部とを備えている。 The present applicant has previously proposed a clutch unit incorporated in an automobile seat lifter that adjusts the seat seat up and down by lever operation (see, for example, Patent Document 1). The clutch unit disclosed in Patent Document 1 transmits a rotational torque from the lever side clutch portion to which the rotational torque is input by lever operation, and the rotational torque from the lever side clutch portion to the output side, and the rotational torque from the output side. And a brake-side clutch portion that shuts off.
　レバー側クラッチ部は、レバー操作により回転トルクが入力される外輪と、その外輪から入力される回転トルクをブレーキ側クラッチ部に伝達する内輪と、外輪と内輪との間の楔すきまでの係合および離脱により外輪からの回転トルクの伝達および遮断を制御する複数の円筒ころと、円筒ころを円周方向等間隔に保持する保持器と、外輪からの回転トルクで弾性力を蓄積し、回転トルクの入力がなくなると、蓄積された弾性力で保持器および外輪を中立状態に復帰させる二つのセンタリングばねとで主要部が構成されている。 The lever side clutch part is engaged with the outer ring to which rotational torque is input by lever operation, the inner ring that transmits the rotational torque input from the outer ring to the brake side clutch part, and the wedge clearance between the outer ring and the inner ring. And a plurality of cylindrical rollers that control transmission and interruption of rotational torque from the outer ring by separation, a cage that holds the cylindrical rollers at equal intervals in the circumferential direction, and elastic torque is accumulated by rotational torque from the outer ring, and rotational torque When there is no input, the main part is composed of two centering springs that return the cage and the outer ring to the neutral state by the accumulated elastic force.
　ブレーキ側クラッチ部は、回転が拘束された側板および外輪と、回転トルクが出力される出力軸と、外輪と出力軸との間の楔すきまでの係合および離脱により出力軸からの回転トルクの遮断とレバー側クラッチ部からの回転トルクの伝達とを制御する複数対の円筒ころ、および各対の円筒ころ同士に離反力を付勢する板ばねと、各対の円筒ころおよび板ばねを円周方向等間隔に保持する保持器と、出力軸に回転抵抗を付与する摩擦リングとで主要部が構成されている。 The brake-side clutch section is configured to reduce the rotational torque from the output shaft by engaging and disengaging the side plate and outer ring whose rotation is restricted, the output shaft from which the rotational torque is output, and the wedge clearance between the outer ring and the output shaft. A plurality of pairs of cylindrical rollers that control the interruption and transmission of rotational torque from the lever side clutch, a leaf spring that urges a separation force between each pair of cylindrical rollers, and a pair of cylindrical rollers and leaf springs The main part is comprised by the holder | retainer hold | maintained at equal intervals of the circumferential direction, and the friction ring which provides rotational resistance to an output shaft.
　なお、前述したように、レバー側クラッチ部において、外輪からの回転トルクをブレーキ側クラッチ部に伝達する内輪と、ブレーキ側クラッチ部において、外輪と出力軸との間に配された各対の円筒ころおよび板ばねを円周方向等間隔に保持する保持器とは一体的に形成されている。 As described above, in the lever side clutch portion, the inner ring that transmits the rotational torque from the outer ring to the brake side clutch portion, and in the brake side clutch portion, each pair of cylinders disposed between the outer ring and the output shaft. The rollers and the leaf springs are integrally formed with a cage that holds the rollers at regular intervals in the circumferential direction.
　レバー側クラッチ部では、レバー操作により外輪に回転トルクが入力されると、円筒ころが外輪と内輪との間の楔すきまに係合する。この楔すきまでの円筒ころの係合により、内輪に回転トルクが伝達されて内輪が回転する。この時、外輪および保持器の回転に伴って両センタリングばねに弾性力が蓄積される。 In the lever side clutch, when rotational torque is input to the outer ring by lever operation, the cylindrical roller engages with the wedge clearance between the outer ring and the inner ring. Due to the engagement of the cylindrical rollers up to the wedge clearance, rotational torque is transmitted to the inner ring, and the inner ring rotates. At this time, elastic force is accumulated in both centering springs as the outer ring and the cage rotate.
　回転トルクの入力がなくなると、両センタリングばねの弾性力により保持器および外輪が中立状態に復帰する一方で、内輪は、与えられた回転位置をそのまま維持する。従って、外輪の回転繰り返し、つまり、操作レバーのポンピング操作により、内輪は寸動回転する。 When the rotational torque is no longer input, the cage and outer ring return to the neutral state due to the elastic force of both centering springs, while the inner ring maintains the given rotational position. Therefore, the inner ring rotates in a jog by repeating the rotation of the outer ring, that is, by the pumping operation of the operation lever.
　ブレーキ側クラッチ部では、座席シートへの着座により出力軸に回転トルクが逆入力されると、円筒ころが出力軸と外輪との間の楔すきまと係合して出力軸が外輪に対してロックされる。このようにして、出力軸から逆入力された回転トルクは、ブレーキ側クラッチ部でロックされてレバー側クラッチ部への還流が遮断される。これにより、座席シートは上下調整が不可となる。 In the brake-side clutch, when rotational torque is reversely input to the output shaft by seating on the seat, the cylindrical roller engages with the wedge clearance between the output shaft and the outer ring, and the output shaft locks against the outer ring. Is done. In this manner, the rotational torque reversely input from the output shaft is locked by the brake side clutch portion and the return to the lever side clutch portion is blocked. Thereby, the seat seat cannot be adjusted up and down.
　一方、レバー側クラッチ部の内輪から回転トルクがブレーキ側クラッチ部の保持器に入力されると、保持器が回転し円筒ころと当接して板ばねの弾性力に抗して押圧することにより、その円筒ころが外輪と出力軸間の楔すきまから離脱する。この楔すきまからの円筒ころの離脱により、出力軸のロック状態が解除され、出力軸は回転可能となる。このロック状態の解除時、摩擦リングにより出力軸に回転抵抗が付与される。 On the other hand, when rotational torque is input from the inner ring of the lever side clutch portion to the cage of the brake side clutch portion, the cage rotates and abuts against the cylindrical roller to press against the elastic force of the leaf spring, The cylindrical roller is detached from the wedge clearance between the outer ring and the output shaft. When the cylindrical roller is detached from the wedge clearance, the locked state of the output shaft is released and the output shaft can be rotated. When the locked state is released, rotational resistance is applied to the output shaft by the friction ring.
　そして、ブレーキ側クラッチ部の保持器がさらに回転することにより、保持器からの回転トルクが出力軸に伝達され、出力軸が回転する。つまり、保持器が寸動回転すると、出力軸も寸動回転することになる。この出力軸の寸動回転により、座席シートの上下調整が可能となる。 Then, when the cage of the brake side clutch portion further rotates, the rotational torque from the cage is transmitted to the output shaft, and the output shaft rotates. In other words, when the cage is joggingly rotated, the output shaft is also joggingly rotated. By the jogging rotation of the output shaft, the seat seat can be adjusted up and down.
特開２００９－３０６３４号公報JP 2009-30634 A
　ところで、特許文献１で開示された従来のクラッチユニットのブレーキ側クラッチ部では、樹脂製の摩擦リングを静止系の側板に固定すると共に、その摩擦リングを鋼製の出力軸の環状凹部に締め代をもって圧入する構造を採用している。 By the way, in the brake side clutch part of the conventional clutch unit disclosed in Patent Document 1, the resin friction ring is fixed to the stationary side plate, and the friction ring is fastened to the annular recess of the steel output shaft. The structure that press fits is adopted.
　このような構造を採用することにより、ブレーキ側クラッチ部において出力軸のロック状態を解除するに際し、摩擦リングの圧入面に対して出力軸が摺動することで、出力軸に適正な回転抵抗（摺動トルク）を付与するようにしている。 By adopting such a structure, when releasing the locked state of the output shaft in the brake side clutch, the output shaft slides against the press-fitting surface of the friction ring, so that an appropriate rotational resistance ( (Sliding torque) is applied.
　これにより、ブレーキ側クラッチ部でのロック解除時にブレーキ側クラッチ部で異音や微振動が発生することを防止すると共に、ブレーキ側クラッチ部に負荷される回転トルクを軽減することで、レバー操作時、搭乗者にとって違和感なく、座席シートの高さ調整を行うことができるようにしている。 This prevents abnormal noise and fine vibration from being generated in the brake side clutch when the brake is released from the brake side clutch, and reduces the rotational torque applied to the brake side clutch so that the lever can be operated. The seat seat height can be adjusted without any discomfort for the passenger.
　しかしながら、出力軸が鋼製であるのに対して摩擦リングが樹脂製であり、両者は異なる材料からなり、線膨張係数が異なるため、温度に伴う歪み量が両者で異なる。このことから、特に、高温による膨張時、出力軸の環状凹部に対する摩擦リングの圧入状態、つまり、摩擦リングの締め代（緊迫力）が著しく増大する。 However, although the output shaft is made of steel, the friction ring is made of resin, and both are made of different materials and have different linear expansion coefficients. For this reason, especially during expansion due to a high temperature, the friction ring press-fit state with respect to the annular recess of the output shaft, that is, the friction ring tightening force (tightening force) is remarkably increased.
　このように、摩擦リングの締め代が増大すると、摩擦リングにより出力軸に付与される回転抵抗が常温時に比べて大きくなる。その結果、搭乗者によるレバー操作時の操作トルクが大きくなってしまう可能性がある。 Thus, when the tightening allowance of the friction ring increases, the rotational resistance imparted to the output shaft by the friction ring becomes larger than at normal temperature. As a result, there is a possibility that the operating torque at the time of lever operation by the passenger increases.
　また、摩擦リングを構成する樹脂材料は、クリープの影響で使用期間が長くなると、摩擦リングにより出力軸に付与される回転抵抗が小さくなる傾向にある。その結果、ブレーキ側クラッチ部でのロック解除時、ブレーキ側クラッチ部において異音や微振動が発生する可能性がある。 Also, the resin material constituting the friction ring tends to reduce the rotational resistance imparted to the output shaft by the friction ring when the service period is extended due to the effect of creep. As a result, when the brake side clutch part is unlocked, there is a possibility that abnormal noise or fine vibration may occur in the brake side clutch part.
　そこで、本発明は前述の改善点に鑑みて提案されたもので、その目的とするところは、ブレーキ側クラッチ部でのロック解除時、常に出力軸に適正な回転抵抗を安定して付与し得るクラッチユニットを提供することにある。 Accordingly, the present invention has been proposed in view of the above-described improvements, and the object of the present invention is to always stably provide an appropriate rotational resistance to the output shaft when the brake side is unlocked. To provide a clutch unit.
　本発明に係るクラッチユニットは、入力側に設けられ、レバー操作により入力される回転トルクの伝達および遮断を制御するレバー側クラッチ部と、出力側に設けられ、レバー側クラッチ部からの回転トルクを出力側へ伝達すると共に、出力側から逆入力される回転トルクを遮断するブレーキ側クラッチ部とからなる基本構成を具備する。 The clutch unit according to the present invention is provided on the input side, and is provided on the output side with a lever side clutch portion that controls transmission and interruption of the rotational torque input by lever operation, and the rotational torque from the lever side clutch portion. A basic configuration including a brake-side clutch portion that transmits to the output side and blocks rotational torque that is reversely input from the output side is provided.
　前述の目的を達成するための技術的手段として、本発明のブレーキ側クラッチ部は、回転が拘束された静止部材と、回転が出力される出力部材と、静止部材に取り付けられ、出力部材への圧入により生じる摺動トルクでもって出力部材に回転抵抗を付与する制動部材とを備え、制動部材は、金属製のコイルばねで構成されていることを特徴とする。 As technical means for achieving the above-mentioned object, the brake side clutch portion of the present invention includes a stationary member whose rotation is restricted, an output member from which rotation is output, a stationary member attached to the stationary member, And a braking member that imparts rotational resistance to the output member with sliding torque generated by press-fitting, and the braking member is formed of a metal coil spring.
　本発明では、制動部材を金属製のコイルばねとしたことにより、コイルばねと出力部材とを略同等の線膨張係数を有する素材で構成することができる。このことから、出力部材への圧入によるコイルばねの緊迫力が温度上昇により増大することを抑制できる。 In the present invention, since the braking member is a metal coil spring, the coil spring and the output member can be made of a material having substantially the same linear expansion coefficient. From this, it is possible to suppress an increase in the tightening force of the coil spring due to press-fitting into the output member due to a temperature rise.
　そのため、高温状態での使用時、コイルばねにより出力部材に付与される回転抵抗が大きくなることを回避でき、また、長期間の使用により回転抵抗が小さくなることもないので、常に出力部材に適正な回転抵抗を安定して付与することができる。 For this reason, it is possible to avoid an increase in rotational resistance imparted to the output member by the coil spring when used in a high temperature state, and the rotational resistance is not reduced by long-term use. Can provide stable rotation resistance.
　本発明における制動部材は、コイルばねの両端部を径方向に延在させた構造を有し、静止部材は、軸方向に突出する突起を有する構造を有し、コイルばねの両端部を静止部材の突起に係止させた構成が望ましい。 The braking member in the present invention has a structure in which both ends of the coil spring are extended in the radial direction, the stationary member has a structure having protrusions protruding in the axial direction, and both ends of the coil spring are stationary. A configuration in which the projection is locked to the projection is desirable.
　このような構成を採用すれば、ブレーキ側クラッチ部でのロック解除時、出力部材の回転に伴ってコイルばねを縮径させてその出力部材を回転自在とする一つの手段として有効である。 If such a configuration is adopted, it is effective as one means for reducing the diameter of the coil spring with the rotation of the output member and allowing the output member to rotate when the brake side clutch is unlocked.
　本発明における制動部材は、コイルばねの両端部を軸方向に延在させた構造を有し、静止部材は、軸方向に凹んだ凹部を有する構造を有し、コイルばねの両端部を静止部材の凹部に係止させた構成が望ましい。 The braking member according to the present invention has a structure in which both ends of the coil spring are extended in the axial direction, the stationary member has a structure having a recess recessed in the axial direction, and both ends of the coil spring are stationary. It is desirable to have a configuration that is locked in the recess.
　このような構成を採用すれば、ブレーキ側クラッチ部でのロック解除時、出力部材の回転に伴ってコイルばねを縮径させてその出力部材を回転自在とする他の手段として有効である。 Such a configuration is effective as another means for reducing the diameter of the coil spring with the rotation of the output member and making the output member rotatable when the brake side clutch is unlocked.
　本発明に係るクラッチユニットは、レバー側クラッチ部およびブレーキ側クラッチ部を自動車用シートリフタ部に組み込むことで自動車用途として適している。 The clutch unit according to the present invention is suitable for automobile use by incorporating the lever side clutch part and the brake side clutch part into the automobile seat lifter part.
　本発明によれば、制動部材を金属製のコイルばねとしたことにより、コイルばねと出力部材とを略同等の線膨張係数を有する素材で構成することができる。このことから、出力部材への圧入によるコイルばねの緊迫力が温度上昇により増大することを抑制できる。 According to the present invention, since the braking member is a metal coil spring, the coil spring and the output member can be made of a material having a substantially equivalent linear expansion coefficient. From this, it is possible to suppress an increase in the tightening force of the coil spring due to press-fitting into the output member due to a temperature rise.
　そのため、高温状態での使用時、コイルばねにより出力部材に付与される回転抵抗が大きくなることを回避でき、また、長期間の使用により回転抵抗が小さくなることもないので、常に出力部材に適正な回転抵抗を安定して付与することができる。 For this reason, it is possible to avoid an increase in rotational resistance imparted to the output member by the coil spring when used in a high temperature state, and the rotational resistance is not reduced by long-term use. Can provide stable rotation resistance.
　その結果、ブレーキ側クラッチ部でのロック解除時、搭乗者によるレバー操作時の操作トルクが大きくなることなく、快適なレバー操作を実現することができ、ブレーキ側クラッチ部における異音や微振動の発生を確実に防止することができる。 As a result, comfortable operation of the lever can be achieved without increasing the operating torque at the time of lever operation by the passenger when the brake is released at the brake side clutch, and abnormal noise and slight vibration at the brake side clutch can be achieved. Occurrence can be reliably prevented.
本発明の実施形態で、クラッチユニットの全体構成を示す断面図である。In embodiment of this invention, it is sectional drawing which shows the whole structure of a clutch unit. 図１のＡ－Ａ線に沿う断面図である。FIG. 2 is a cross-sectional view taken along line AA in FIG. 図１のＢ－Ｂ線に沿う断面図である。FIG. 3 is a sectional view taken along line BB in FIG. 1. 図１の側板および制動ばねを示す組立分解斜視図である。FIG. 2 is an exploded perspective view showing a side plate and a brake spring of FIG. 1. 制動ばねの動作状態（出力軸の停止時）を示す部分断面図である。It is a fragmentary sectional view which shows the operation state (at the time of the stop of an output shaft) of a braking spring. 制動ばねの動作状態（出力軸の回転時）を示す部分断面図である。It is a fragmentary sectional view which shows the operation state (at the time of rotation of an output shaft) of a braking spring. 入力軸の操作角度に対する操作トルクの関係を示す特性図である。It is a characteristic view which shows the relationship of the operation torque with respect to the operation angle of an input shaft. 本発明の他の実施形態で、側板および制動ばねを示す組立分解斜視図である。FIG. 6 is an exploded perspective view showing a side plate and a brake spring in another embodiment of the present invention. 自動車の座席シートおよびシートリフタ部を示す構成図である。It is a block diagram which shows the seat seat and seat lifter part of a motor vehicle.
　本発明に係るクラッチユニットの実施形態を図面に基づいて詳述する。図１はこの実施形態のクラッチユニットの全体構成を示す断面図、図２は図１のＡ－Ａ線に沿う断面図、図３は図１のＢ－Ｂ線に沿う断面図である。この実施形態の特徴的な構成を説明する前にクラッチユニットの全体構成を説明する。 Embodiments of a clutch unit according to the present invention will be described in detail with reference to the drawings. 1 is a cross-sectional view showing the overall configuration of the clutch unit of this embodiment, FIG. 2 is a cross-sectional view taken along line AA in FIG. 1, and FIG. 3 is a cross-sectional view taken along line BB in FIG. Before describing the characteristic configuration of this embodiment, the overall configuration of the clutch unit will be described.
　この実施形態のクラッチユニット１０は、図１に示すように、入力側に設けられたレバー側クラッチ部１１と、出力側に設けられたブレーキ側クラッチ部１２とをユニット化した構造を具備する。レバー側クラッチ部１１は、レバー操作により入力される回転トルクの伝達および遮断を制御する。ブレーキ側クラッチ部１２は、レバー側クラッチ部１１からの回転トルクを出力側へ伝達すると共に、出力側から逆入力される回転トルクを遮断する逆入力遮断機能を有する。 As shown in FIG. 1, the clutch unit 10 of this embodiment has a structure in which a lever side clutch portion 11 provided on the input side and a brake side clutch portion 12 provided on the output side are unitized. The lever side clutch part 11 controls transmission and interruption of rotational torque input by lever operation. The brake-side clutch unit 12 has a reverse input blocking function for transmitting the rotational torque from the lever-side clutch unit 11 to the output side and blocking the rotational torque that is reversely input from the output side.
　レバー側クラッチ部１１は、図１および図２に示すように、レバー操作により回転トルクが入力される側板１３および外輪１４と、外輪１４から入力される回転トルクをブレーキ側クラッチ部１２に伝達する内輪１５と、外輪１４と内輪１５との間での係合および離脱により外輪１４からの回転トルクの伝達および遮断を制御する複数の円筒ころ１６と、各円筒ころ１６を円周方向等間隔に保持する保持器１７と、保持器１７を中立状態に復帰させるための内側センタリングばね１８と、外輪１４を中立状態に復帰させるための外側センタリングばね１９とを具備する。 As shown in FIGS. 1 and 2, the lever side clutch unit 11 transmits to the brake side clutch unit 12 the side plate 13 and the outer ring 14 to which rotational torque is input by lever operation, and the rotational torque input from the outer ring 14. Inner ring 15, a plurality of cylindrical rollers 16 that control transmission and interruption of rotational torque from outer ring 14 by engagement and disengagement between outer ring 14 and inner ring 15, and each cylindrical roller 16 at equal intervals in the circumferential direction A retainer 17 for holding, an inner centering spring 18 for returning the retainer 17 to a neutral state, and an outer centering spring 19 for returning the outer ring 14 to a neutral state are provided.
　レバー側クラッチ部１１において、側板１３の外周縁部に形成された爪部１３ａを、外輪１４の外周縁部に形成された切欠き凹部１４ａに挿入して加締めることにより、側板１３を外輪１４に固定し、レバー側クラッチ部１１の入力部材として一体化している。外輪１４の内周には、複数のカム面１４ｂが円周方向等間隔に形成されている。外輪１４への回転トルクの入力は、側板１３にねじ止め等により取り付けた上下方向揺動可能な操作レバー４３（図９参照）により行われる。 In the lever side clutch part 11, the claw part 13a formed in the outer peripheral edge part of the side plate 13 is inserted into the notch recess 14a formed in the outer peripheral edge part of the outer ring 14, and the side plate 13 is tightened by tightening. And is integrated as an input member of the lever side clutch portion 11. On the inner periphery of the outer ring 14, a plurality of cam surfaces 14b are formed at equal intervals in the circumferential direction. The input of the rotational torque to the outer ring 14 is performed by an operation lever 43 (see FIG. 9) that is swingable in the vertical direction and is attached to the side plate 13 by screwing or the like.
　内輪１５は、出力軸２２が挿通される筒状部１５ａと、その筒状部１５ａのブレーキ側端部を径方向外側に延在させた拡径部１５ｂと、その拡径部１５ｂの外周端部を軸方向に屈曲させることにより突出した複数の柱部１５ｃ（図３参照）とからなる。内輪１５の筒状部１５ａの外周に形成された円筒面１５ｄと、外輪１４の内周に形成されたカム面１４ｂとの間に楔すきま２０が形成され、その楔すきま２０に前述の円筒ころ１６が保持器１７により円周方向等間隔で配設されている。 The inner ring 15 includes a cylindrical portion 15a through which the output shaft 22 is inserted, a diameter-enlarged portion 15b in which a brake side end portion of the cylindrical portion 15a extends radially outward, and an outer peripheral end of the diameter-enlarged portion 15b. It consists of a plurality of pillars 15c (see FIG. 3) protruding by bending the part in the axial direction. A wedge clearance 20 is formed between a cylindrical surface 15d formed on the outer periphery of the cylindrical portion 15a of the inner ring 15 and a cam surface 14b formed on the inner periphery of the outer ring 14, and the above-described cylindrical roller is formed in the wedge clearance 20. 16 are arranged at equal intervals in the circumferential direction by a cage 17.
　内側センタリングばね１８は、保持器１７とブレーキ側クラッチ部１２の静止部材であるカバー２４との間に配設された断面円形のＣ字状弾性部材で、その両端部を保持器１７およびカバー２４の一部に係止させている。この内側センタリングばね１８は、レバー操作により外輪１４から入力される回転トルクの作用時、静止状態にあるカバー２４に対して、外輪１４に追従する保持器１７の回転に伴って押し拡げられて弾性力が蓄積され、外輪１４から入力される回転トルクの開放時、その弾性力により保持器１７を中立状態に復帰させる。 The inner centering spring 18 is a C-shaped elastic member having a circular cross section disposed between the retainer 17 and a cover 24 that is a stationary member of the brake side clutch portion 12. Both ends of the inner centering spring 18 are disposed on the retainer 17 and the cover 24. It is locked to a part of. The inner centering spring 18 is elastically expanded by the rotation of the cage 17 following the outer ring 14 with respect to the cover 24 in a stationary state when the rotational torque input from the outer ring 14 is applied by lever operation. When the rotational torque input from the outer ring 14 is released, the cage 17 is returned to the neutral state by the elastic force.
　内側センタリングばね１８の径方向外側に位置する外側センタリングばね１９は、外輪１４と前述のカバー２４との間に配設されたＣ字状帯板弾性部材で、その両端部を外輪１４およびカバー２４の一部に係止させている。外側センタリングばね１９は、レバー操作により外輪１４から入力される回転トルクの作用時、静止状態にあるカバー２４に対して、外輪１４の回転に伴って押し拡げられて弾性力が蓄積され、外輪１４から入力される回転トルクの開放時、その弾性力により外輪１４を中立状態に復帰させる。 The outer centering spring 19 positioned on the radially outer side of the inner centering spring 18 is a C-shaped strip elastic member disposed between the outer ring 14 and the above-described cover 24, and both ends thereof are arranged on the outer ring 14 and the cover 24. It is locked to a part of. The outer centering spring 19 is expanded with the rotation of the outer ring 14 with respect to the cover 24 in a stationary state when the rotational torque input from the outer ring 14 by the lever operation is applied, and an elastic force is accumulated. When the rotational torque input from is released, the outer ring 14 is returned to the neutral state by the elastic force.
　保持器１７は、円筒ころ１６を収容する複数のポケット１７ａが円周方向等間隔に形成された樹脂製の円筒状部材である。なお、この保持器１７の一方の軸方向端部、つまり、ブレーキ側クラッチ部１２のカバー２４側の軸方向端部には、前述の内側センタリングばね１８の両端部を係止させている。保持器１７は、径方向で外輪１４と内輪１５との間に配され、軸方向で前述の外輪１４とブレーキ側クラッチ部１２のカバー２４との間に挟み込まれている。 The cage 17 is a resin-made cylindrical member in which a plurality of pockets 17a for accommodating the cylindrical rollers 16 are formed at equal intervals in the circumferential direction. Note that both end portions of the inner centering spring 18 are locked to one axial end portion of the cage 17, that is, the axial end portion on the cover 24 side of the brake side clutch portion 12. The cage 17 is disposed between the outer ring 14 and the inner ring 15 in the radial direction, and is sandwiched between the outer ring 14 and the cover 24 of the brake side clutch portion 12 in the axial direction.
　ロック型と称されるタイプで逆入力遮断機能を有するブレーキ側クラッチ部１２は、図１および図３に示すように、レバー側クラッチ部１１からの回転トルクが入力される内輪１５の柱部１５ｃと、レバー側クラッチ部１１からの回転トルクが出力される出力部材としての出力軸２２と、回転が拘束された静止部材としての外輪２３、カバー２４および側板２５と、外輪２３と出力軸２２との間での係合および離脱により、出力軸２２から逆入力される回転トルクの遮断と内輪１５の柱部１５ｃから入力される回転トルクの伝達とを制御する複数対の円筒ころ２７、および各対の円筒ころ２７同士に円周方向への離反力を付勢する断面Ｎ字形の板ばね２８と、出力軸２２に回転抵抗を付与する制動部材としてのコイルばね２９（以下、制動ばねと称す）とで主要部が構成されている。 As shown in FIGS. 1 and 3, the brake-side clutch portion 12 having a reverse input blocking function, which is called a lock type, has a pillar portion 15 c of the inner ring 15 to which the rotational torque from the lever-side clutch portion 11 is input. An output shaft 22 as an output member from which the rotational torque from the lever side clutch portion 11 is output, an outer ring 23, a cover 24 and a side plate 25 as stationary members whose rotation is restricted, an outer ring 23 and an output shaft 22. A plurality of pairs of cylindrical rollers 27 for controlling the interruption of the rotational torque reversely input from the output shaft 22 and the transmission of the rotational torque input from the column portion 15c of the inner ring 15 by engagement and disengagement between A leaf spring 28 having an N-shaped cross section for energizing a pair of cylindrical rollers 27 in the circumferential direction, and a coil spring 29 (hereinafter referred to as a braking member) as a braking member for applying rotational resistance to the output shaft 22. The main part de ne and referred to) and is configured.
　出力軸２２は、内輪１５の筒状部１５ａが外挿された軸部２２ａの軸方向中央部位に、径方向外側に延びて拡径した大径部２２ｂが一体的に形成されている。軸部２２ａの出力側端部には、シートリフタ部と連結するためのピニオンギヤ２２ｄが同軸的に形成されている。また、軸部２２ａの入力側端部にウェーブワッシャ３０を介してワッシャ３１を圧入することにより、レバー側クラッチ部１１の構成部品を抜け止めしている。 The output shaft 22 is integrally formed with a large-diameter portion 22b that extends radially outward and expands in the axial central portion of the shaft portion 22a into which the cylindrical portion 15a of the inner ring 15 is extrapolated. A pinion gear 22d for connecting to the seat lifter portion is coaxially formed at the output side end portion of the shaft portion 22a. Further, the washer 31 is press-fitted into the input side end portion of the shaft portion 22a via the wave washer 30 to prevent the component parts of the lever side clutch portion 11 from coming off.
　出力軸２２の大径部２２ｂの外周には複数（例えば６つ）の平坦なカム面２２ｅが円周方向等間隔に形成されている。大径部２２ｂのカム面２２ｅと外輪２３の円筒状内周面２３ａとの間で設けられた楔すきま２６に、二つの円筒ころ２７とそれら円筒ころ２７間に介挿された一つの板ばね２８とがそれぞれ配されている。 A plurality of (for example, six) flat cam surfaces 22e are formed on the outer periphery of the large-diameter portion 22b of the output shaft 22 at equal intervals in the circumferential direction. One leaf spring interposed between the two cylindrical rollers 27 and the cylindrical rollers 27 in a wedge clearance 26 provided between the cam surface 22e of the large diameter portion 22b and the cylindrical inner peripheral surface 23a of the outer ring 23. 28 are arranged.
　円筒ころ２７および板ばね２８は、内輪１５の柱部１５ｃにより円周方向等間隔に配設されている。内輪１５の柱部１５ｃは、レバー側クラッチ部１１の外輪１４から入力される回転トルクを出力軸２２に伝達することによりブレーキ側クラッチ部１２の入力部材としての機能と、円筒ころ２７および板ばね２８をポケット１５ｆに収容して円周方向等間隔に保持することにより保持器としての機能を有する。以下、この内輪１５の柱部１５ｃを保持器１５ｃと称す。 The cylindrical roller 27 and the leaf spring 28 are arranged at equal intervals in the circumferential direction by the pillar portion 15 c of the inner ring 15. The column portion 15c of the inner ring 15 transmits a rotational torque input from the outer ring 14 of the lever side clutch portion 11 to the output shaft 22, thereby functioning as an input member of the brake side clutch portion 12, and the cylindrical roller 27 and the leaf spring. 28 is accommodated in the pocket 15f and held at equal intervals in the circumferential direction to function as a cage. Hereinafter, the column portion 15c of the inner ring 15 is referred to as a cage 15c.
　出力軸２２の大径部２２ｂには、内輪１５からの回転トルクを出力軸２２に伝達するための突起２２ｆが設けられている。突起２２ｆは、内輪１５の拡径部１５ｂに形成された孔１５ｅに円周方向のクリアランスをもって挿入配置されている。 The large-diameter portion 22b of the output shaft 22 is provided with a protrusion 22f for transmitting the rotational torque from the inner ring 15 to the output shaft 22. The protrusion 22f is inserted and disposed in a hole 15e formed in the enlarged diameter portion 15b of the inner ring 15 with a circumferential clearance.
　外輪２３、カバー２４および側板２５は、厚肉板状の外輪２３の外周縁部に形成された切欠き凹部２３ｂと、カバー２４の外周縁部に形成された切欠き凹部２４ａとに、側板２５の外周縁部に形成された爪部２５ａを挿入して加締めることにより、外輪２３およびカバー２４に側板２５を固定し、ブレーキ側クラッチ部１２の静止部材として一体化されている。 The outer ring 23, the cover 24, and the side plate 25 are divided into a notch recess 23 b formed in the outer peripheral edge of the thick plate-like outer ring 23 and a notch recess 24 a formed in the outer peripheral edge of the cover 24. The side plate 25 is fixed to the outer ring 23 and the cover 24 and is integrated as a stationary member of the brake side clutch portion 12 by inserting and crimping the claw portion 25a formed on the outer peripheral edge of the brake.
　以上の構成からなるレバー側クラッチ部１１およびブレーキ側クラッチ部１２の動作例を以下に説明する。 An operation example of the lever side clutch part 11 and the brake side clutch part 12 having the above-described configuration will be described below.
　レバー側クラッチ部１１では、レバー操作により外輪１４に回転トルクが入力されると、円筒ころ１６が外輪１４と内輪１５との間の楔すきま２０に係合する。この楔すきま２０での円筒ころ１６の係合により、内輪１５に回転トルクが伝達されて内輪１５が回転する。この時、外輪１４および保持器１７の回転に伴って両センタリングばね１８，１９に弾性力が蓄積される。 In the lever side clutch portion 11, when rotational torque is input to the outer ring 14 by lever operation, the cylindrical roller 16 engages with the wedge clearance 20 between the outer ring 14 and the inner ring 15. Due to the engagement of the cylindrical roller 16 in the wedge clearance 20, rotational torque is transmitted to the inner ring 15 and the inner ring 15 rotates. At this time, elastic force is accumulated in the centering springs 18 and 19 as the outer ring 14 and the cage 17 rotate.
　回転トルクの入力がなくなると、両センタリングばね１８，１９の弾性力により保持器１７および外輪１４が中立状態に復帰する。一方で、内輪１５は、与えられた回転位置をそのまま維持する。従って、外輪１４の回転繰り返し、つまり、操作レバー４３（図９参照）のポンピング操作により、内輪１５は寸動回転する。 When the rotational torque is no longer input, the cage 17 and the outer ring 14 are returned to the neutral state by the elastic force of the centering springs 18 and 19. On the other hand, the inner ring 15 maintains the given rotational position as it is. Therefore, the inner ring 15 rotates in a jog by repeating the rotation of the outer ring 14, that is, by the pumping operation of the operation lever 43 (see FIG. 9).
　ブレーキ側クラッチ部１２では、座席シートへの着座により出力軸２２に回転トルクが逆入力されても、円筒ころ２７が出力軸２２と外輪２３との間の楔すきま２６と係合して出力軸２２が外輪２３に対してロックされる。このようにして、出力軸２２から逆入力された回転トルクは、ブレーキ側クラッチ部１２によってロックされてレバー側クラッチ部１１へ逆入力される回転トルクの還流が遮断される。これにより、座席シートは上下調整が不可となる。 In the brake-side clutch portion 12, the cylindrical roller 27 engages with the wedge clearance 26 between the output shaft 22 and the outer ring 23 even when rotational torque is reversely input to the output shaft 22 due to seating on the seat. 22 is locked to the outer ring 23. In this way, the rotational torque reversely input from the output shaft 22 is locked by the brake side clutch portion 12 and the return of the rotational torque reversely input to the lever side clutch portion 11 is blocked. Thereby, the seat seat cannot be adjusted up and down.
　一方、レバー操作によりレバー側クラッチ部１１からの回転トルクが保持器１５ｃに入力されると、保持器１５ｃが円筒ころ２７と当接して板ばね２８の弾性力に抗して円筒ころ２７を押圧する。これにより、円筒ころ２７が楔すきま２６から離脱し、この楔すきま２６からの円筒ころ２７の離脱により出力軸２２のロック状態が解除され、出力軸２２は回転可能となる。この出力軸２２のロック状態の解除時、制動ばね２９により出力軸２２に回転抵抗が付与される。 On the other hand, when the rotational torque from the lever side clutch portion 11 is input to the cage 15c by lever operation, the cage 15c contacts the cylindrical roller 27 and presses the cylindrical roller 27 against the elastic force of the leaf spring 28. To do. As a result, the cylindrical roller 27 is detached from the wedge clearance 26, and the locked state of the output shaft 22 is released by the separation of the cylindrical roller 27 from the wedge clearance 26, so that the output shaft 22 can rotate. When the locked state of the output shaft 22 is released, rotational resistance is applied to the output shaft 22 by the brake spring 29.
　保持器１５ｃがさらに回転すると、内輪１５の拡径部１５ｂの孔１５ｅと出力軸２２の大径部２２ｂの突起２２ｆとのクリアランスが詰まって内輪１５の拡径部１５ｂが出力軸２２の突起２２ｆに回転方向で当接する。これにより、レバー側クラッチ部１１からの回転トルクは、突起２２ｆを介して出力軸２２に伝達されて出力軸２２が回転する。つまり、保持器１５ｃが寸動回転すると、出力軸２２も寸動回転することになる。これにより、座席シートの上下調整が可能となる。 When the cage 15c further rotates, the clearance between the hole 15e of the enlarged diameter portion 15b of the inner ring 15 and the projection 22f of the large diameter portion 22b of the output shaft 22 is clogged, and the enlarged diameter portion 15b of the inner ring 15 becomes the projection 22f of the output shaft 22. Abuts in the rotational direction. Thereby, the rotational torque from the lever side clutch part 11 is transmitted to the output shaft 22 via the protrusion 22f, and the output shaft 22 rotates. That is, when the retainer 15c is jogged and rotated, the output shaft 22 is also jogged and rotated. Thereby, the vertical adjustment of the seat is possible.
　この実施形態におけるクラッチユニット１０の全体構成は、前述のとおりであるが、その特徴的な構成である制動ばね２９について、以下に詳述する。 The overall configuration of the clutch unit 10 in this embodiment is as described above, and the brake spring 29 that is a characteristic configuration thereof will be described in detail below.
　この制動ばね２９は、従来のクラッチユニットにおける樹脂製の摩擦リング（特許文献１参照）に代わるものとして、図１、図３および図４に示すように、側板２５に取り付けられ、出力軸２２への圧入により生じる摺動トルクでもって出力軸２２に回転抵抗を付与する金属製のコイルばねである。 As shown in FIGS. 1, 3, and 4, the brake spring 29 is attached to the side plate 25 as an alternative to the resin friction ring (see Patent Document 1) in the conventional clutch unit, and is connected to the output shaft 22. This is a metal coil spring that imparts rotational resistance to the output shaft 22 with a sliding torque generated by the press-fitting of.
　この実施形態では、制動ばね２９の両端部２９ａ，２９ｂを径方向内側に延在させ、側板２５の一部に軸方向内側に突出する一対の突起２５ｂ，２５ｃを切り起こしにより形成した構造を具備する。制動ばね２９は、一方の延在端部２９ａと他方の延在端部２９ｂとを周方向でオーバーラップ配置することにより、両延在端部２９ａ，２９ｂを周方向で拡げることで弾性変形により縮径するようになっている。 In this embodiment, both ends 29a and 29b of the brake spring 29 are extended radially inward, and a pair of protrusions 25b and 25c protruding inward in the axial direction are formed on a part of the side plate 25 by cutting and raising. To do. The braking spring 29 is elastically deformed by expanding both the extending end portions 29a and 29b in the circumferential direction by arranging one extending end portion 29a and the other extending end portion 29b in an overlapping manner in the circumferential direction. The diameter is reduced.
　制動ばね２９は、その両延在端部２９ａ，２９ｂを側板２５の突起２５ｂ，２５ｃの周方向外側に配置して係止させることにより側板２５に取り付けられ、出力軸２２の大径部２２ｂに形成された環状凹部２２ｃの内周面２２ｇに締め代（緊迫力）をもって圧入される。この制動ばね２９の外周部２９ｃと出力軸２２の環状凹部２２ｃの内周面２２ｇとの間に生じる摩擦力によって、レバー操作時、出力軸２２に回転抵抗（摺動トルク）が付与される。 The brake spring 29 is attached to the side plate 25 by disposing and locking the both extended end portions 29a and 29b on the outer side in the circumferential direction of the protrusions 25b and 25c of the side plate 25, and is attached to the large diameter portion 22b of the output shaft 22. The inner circumferential surface 22g of the formed annular recess 22c is press-fitted with a tightening margin (tight force). A rotational resistance (sliding torque) is applied to the output shaft 22 when the lever is operated by the frictional force generated between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22.
　ブレーキ側クラッチ部１２では、レバー操作によりレバー側クラッチ部１１からの回転トルクが出力軸２２に伝達されない非回転状態では、図５に示すように、出力軸２２の環状凹部２２ｃの内周面２２ｇに対して制動ばね２９がその弾性力により拡径しようとする緊迫力でもって、制動ばね２９の外周部２９ｃと出力軸２２の環状凹部２２ｃの内周面２２ｇとの間に摩擦力が発生している。 In the brake-side clutch portion 12, in the non-rotation state in which the rotational torque from the lever-side clutch portion 11 is not transmitted to the output shaft 22 by lever operation, the inner peripheral surface 22g of the annular recess 22c of the output shaft 22 is shown in FIG. On the other hand, a frictional force is generated between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22 by a pressing force that the brake spring 29 attempts to expand its diameter by its elastic force. ing.
　一方、レバー操作によりブレーキ側クラッチ部１２における出力軸２２のロック状態を解除するに際しては、制動ばね２９の外周部２９ｃと出力軸２２の環状凹部２２ｃの内周面２２ｇとの間に生じる摩擦力によって、制動ばね２９の外周部２９ｃに対して出力軸２２の環状凹部２２ｃの内周面２２ｇが摺動することで、出力軸２２に回転抵抗（摺動トルク）が付与される。 On the other hand, when the locked state of the output shaft 22 in the brake side clutch portion 12 is released by lever operation, the frictional force generated between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22 As a result, the inner peripheral surface 22g of the annular recess 22c of the output shaft 22 slides with respect to the outer peripheral portion 29c of the brake spring 29, whereby rotational resistance (sliding torque) is applied to the output shaft 22.
　この出力軸２２のロック状態の解除時、図６に示すように、出力軸２２の回転（図中の白抜き矢印で示す時計方向）に伴って、制動ばね２９の外周部２９ｃと出力軸２２の環状凹部２２ｃの内周面２２ｇとの間に生じる摩擦力により、制動ばね２９の一方の端部２９ｂ（図示右側）が回転方向に対して側板２５の突起２５ｃに係止されていないので、回転方向に移動する。この時、制動ばね２９の他方の端部２９ａ（図示左側）は側板２５の突起２５ｂに係止されているので、回転方向への移動が規制されている。 When the output shaft 22 is released from the locked state, as shown in FIG. 6, the outer peripheral portion 29c of the brake spring 29 and the output shaft 22 are rotated along with the rotation of the output shaft 22 (clockwise direction indicated by a white arrow in the figure). Since one end 29b (right side in the drawing) of the braking spring 29 is not locked to the protrusion 25c of the side plate 25 with respect to the rotation direction due to the frictional force generated between the inner circumferential surface 22g of the annular recess 22c. Move in the direction of rotation. At this time, the other end 29a (the left side in the figure) of the brake spring 29 is locked to the protrusion 25b of the side plate 25, so that movement in the rotational direction is restricted.
　このようにして、制動ばね２９の両端部２９ａ，２９ｂが周方向に若干量だけ拡がることにより制動ばね２９が弾性変形により縮径する。この制動ばね２９の縮径により、制動ばね２９の外周部２９ｃと出力軸２２の環状凹部２２ｃの内周面２２ｇとの間に微小な隙間が生じ、出力軸２２が回転自在となる。その後、制動ばね２９は図６に示す縮径状態のままで、制動ばね２９の外周部２９ｃに対して出力軸２２の環状凹部２２ｃの内周面２２ｇが滑りながら出力軸２２が回転する。 In this way, both ends 29a and 29b of the brake spring 29 are slightly expanded in the circumferential direction, whereby the brake spring 29 is reduced in diameter by elastic deformation. Due to the reduced diameter of the brake spring 29, a minute gap is formed between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22, and the output shaft 22 becomes rotatable. Thereafter, while the brake spring 29 remains in the reduced diameter state shown in FIG. 6, the output shaft 22 rotates while the inner peripheral surface 22 g of the annular recess 22 c of the output shaft 22 slides with respect to the outer peripheral portion 29 c of the brake spring 29.
　なお、出力軸２２が前述とは逆の反時計方向に回転する場合も、出力軸２２が時計方向に回転する場合と同様である。つまり、出力軸２２のロック状態の解除時、制動ばね２９の一方の端部２９ｂが側板２５の突起２５ｃに係止されて回転方向への移動が規制され、制動ばね２９の他方の端部２９ａが側板２５の突起２５ｂに係止されていないので回転方向に移動する。これにより、制動ばね２９が弾性変形して縮径し、出力軸２２が回転自在となる。 It should be noted that the case where the output shaft 22 rotates in the counterclockwise direction opposite to the above is the same as the case where the output shaft 22 rotates in the clockwise direction. That is, when the locked state of the output shaft 22 is released, one end portion 29b of the braking spring 29 is locked to the protrusion 25c of the side plate 25 and movement in the rotational direction is restricted, and the other end portion 29a of the braking spring 29 is restricted. Is not locked to the protrusion 25b of the side plate 25, and therefore moves in the rotational direction. As a result, the brake spring 29 is elastically deformed to reduce its diameter, and the output shaft 22 becomes rotatable.
　この実施形態では、従来のクラッチユニットにおける樹脂製の摩擦リング（特許文献１参照）に代えて、出力軸２２のロック解除時、出力軸２２に回転抵抗を付与する制動部材として、金属製のコイルばねである制動ばね２９を採用したことにより、制動ばね２９と出力軸２２とを略同等の線膨張係数を有する素材で構成することができる。このことから、出力軸２２への圧入による制動ばね２９の緊迫力が温度上昇により増大することを抑制できる。 In this embodiment, instead of a resin friction ring (see Patent Document 1) in a conventional clutch unit, a metal coil is used as a braking member that imparts rotational resistance to the output shaft 22 when the output shaft 22 is unlocked. By adopting the brake spring 29 which is a spring, the brake spring 29 and the output shaft 22 can be made of a material having substantially the same linear expansion coefficient. From this, it is possible to suppress an increase in the pressing force of the braking spring 29 due to press-fitting into the output shaft 22 due to a temperature rise.
　そのため、高温状態での使用時、制動ばね２９により出力軸２２に付与される回転抵抗が大きくなることを回避でき、また、長期間の使用により回転抵抗が小さくなることもないので、常に出力軸２２に適正な回転抵抗を安定して付与することができる。 Therefore, it is possible to avoid an increase in rotational resistance applied to the output shaft 22 by the brake spring 29 when used in a high temperature state, and since the rotational resistance does not decrease due to long-term use, the output shaft is always provided. 22 can be provided with an appropriate rotational resistance stably.
　その結果、ブレーキ側クラッチ部１２でのロック解除時、搭乗者によるレバー操作時の操作トルクが大きくなることなく、快適なレバー操作を実現することができ、ブレーキ側クラッチ部１２における異音や微振動の発生を確実に防止することができる。 As a result, when the brake side clutch portion 12 is unlocked, a comfortable lever operation can be realized without increasing the operating torque when the rider operates the lever. Generation of vibration can be reliably prevented.
　なお、この実施形態で採用した制動ばね２９（本発明品）は、回転伝達時のコイル径の縮径により、従来の摩擦リング（従来品）に比べて、出力軸２２の回転時の摩擦力が小さくなる。そのため、図７に示すように、出力軸２２の非回転時に付与される回転抵抗（摺動トルク）を確保しながら、出力軸２２の回転時における操作トルクを軽減することができる。 The braking spring 29 (product of the present invention) employed in this embodiment has a frictional force during rotation of the output shaft 22 as compared with a conventional friction ring (conventional product) due to a reduction in the coil diameter during rotation transmission. Becomes smaller. Therefore, as shown in FIG. 7, it is possible to reduce the operating torque when the output shaft 22 rotates while securing the rotational resistance (sliding torque) applied when the output shaft 22 does not rotate.
　以上で説明した実施形態では、制動ばね２９の両端部２９ａ，２９ｂを径方向に延在させると共に側板２５に軸方向に突出する突起２５ｂ，２５ｃを形成し、制動ばね２９の両延在端部２９ａ，２９ｂを側板２５の突起２５ｂ，２５ｃに係止させた構造を例示したが、本発明はこれに限定されることなく、例えば、図８に示す構造であってもよい。 In the embodiment described above, both end portions 29a and 29b of the brake spring 29 are extended in the radial direction, and the side plates 25 are formed with protrusions 25b and 25c protruding in the axial direction. Although the structure in which 29a and 29b are locked to the protrusions 25b and 25c of the side plate 25 is illustrated, the present invention is not limited to this, and the structure shown in FIG.
　同図に示す実施形態では、制動ばね２９の両端部２９ｄ，２９ｅを軸方向に延在させ、側板２５の一部に軸方向に凹んだ凹部として一対の貫通孔２５ｄ，２５ｅを形成した構造を具備する。前述の実施形態と同様、制動ばね２９は、一方の延在端部２９ｄと他方の延在端部２９ｅとを周方向でオーバーラップ配置することにより、両延在端部２９ｄ，２９ｅを周方向で拡げることで弾性変形により縮径するようになっている。 In the embodiment shown in the figure, both ends 29d and 29e of the brake spring 29 are extended in the axial direction, and a pair of through holes 25d and 25e are formed as concave portions recessed in the axial direction in a part of the side plate 25. It has. As in the above-described embodiment, the brake spring 29 is configured such that one extending end portion 29d and the other extending end portion 29e overlap with each other in the circumferential direction so that both the extending end portions 29d and 29e are arranged in the circumferential direction. The diameter is reduced by elastic deformation.
　この実施形態の制動ばね２９は、その両延在端部２９ｄ，２９ｅを側板２５の貫通孔２５ｄ，２５ｅに挿通して内側端部で係止させることにより側板２５に取り付けられ、出力軸２２の環状凹部２２ｃの内周面２２ｇに締め代（緊迫力）をもって圧入される。この制動ばね２９の外周部２９ｃと出力軸２２の環状凹部２２ｃの内周面２２ｇとの間に生じる摩擦力によって、レバー操作時、出力軸２２に回転抵抗（摺動トルク）を付与する。 The brake spring 29 of this embodiment is attached to the side plate 25 by inserting both extended end portions 29d and 29e into the through holes 25d and 25e of the side plate 25 and locking them at the inner end portion. The inner circumferential surface 22g of the annular recess 22c is press-fitted with a tightening margin (tight force). A rotational resistance (sliding torque) is applied to the output shaft 22 during lever operation by the frictional force generated between the outer peripheral portion 29c of the brake spring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22.
　この実施形態の制動ばね２９の動作については、前述の実施形態の場合と同様であるため、重複説明は省略する。なお、制動ばね２９の両延在端部２９ｄ，２９ｅが挿通される側板２５の貫通孔２５ｄ，２５ｅは、レバー操作による出力軸２２のロック解除時に、制動ばね２９の延在端部２９ｄ，２９ｅが回転方向に移動可能なように、周方向に延びる長孔状としている。 Since the operation of the braking spring 29 of this embodiment is the same as that of the above-described embodiment, a duplicate description is omitted. Note that the through holes 25d and 25e of the side plate 25 through which both the extended ends 29d and 29e of the brake spring 29 are inserted are the extended ends 29d and 29e of the brake spring 29 when the output shaft 22 is unlocked by lever operation. Is formed in a long hole extending in the circumferential direction so that it can move in the rotation direction.
　最後に、この実施形態のクラッチユニット１０の適用例を説明する。以上で詳述した構造を具備するクラッチユニット１０は、レバー操作により座席シートの高さ調整を行う自動車用シートリフタ部４１に組み込まれて使用される。図９は自動車の乗員室に装備される座席シート４０を示す。 Finally, an application example of the clutch unit 10 of this embodiment will be described. The clutch unit 10 having the structure described in detail above is used by being incorporated in an automobile seat lifter 41 that adjusts the height of a seat by lever operation. FIG. 9 shows a seat 40 installed in the passenger compartment of the automobile.
　座席シート４０は、図９に示すように、着座シート４８と背もたれシート４２とで構成され、シートリフタ部４１により着座シート４８の座面を高さ調整する。着座シート４８の高さ調整は、クラッチユニット１０におけるレバー側クラッチ部１１の側板１３（図１参照）に取り付けられた操作レバー４３によって行う。 As shown in FIG. 9, the seat 40 is composed of a seating seat 48 and a backrest seat 42, and the seat lifter 41 adjusts the height of the seating surface of the seating seat 48. The height of the seating seat 48 is adjusted by the operation lever 43 attached to the side plate 13 (see FIG. 1) of the lever side clutch portion 11 in the clutch unit 10.
　シートリフタ部４１は、以下の構造を具備する。スライド可動部材４４にリンク部材４５，４６の一端がそれぞれ枢着されている。リンク部材４５，４６の他端はそれぞれ着座シート４８に枢着されている。リンク部材４５の他端にはセクターギヤ４７が一体的に設けられている。セクターギヤ４７はクラッチユニット１０の出力軸２２のピニオンギヤ２２ｄに噛合している。 The sheet lifter 41 has the following structure. One end of each of the link members 45 and 46 is pivotally attached to the slide movable member 44. The other ends of the link members 45 and 46 are pivotally attached to the seating seat 48, respectively. A sector gear 47 is integrally provided at the other end of the link member 45. The sector gear 47 meshes with the pinion gear 22 d of the output shaft 22 of the clutch unit 10.
　例えば、着座シート４８の座面を低くする場合、レバー側クラッチ部１１でのレバー操作、つまり、操作レバー４３を下側へ揺動させることにより、ブレーキ側クラッチ部１２（図１参照）のロック状態を解除する。このブレーキ側クラッチ部１２でのロック解除時、制動ばね２９（図１参照）により出力軸２２に適正な回転抵抗を付与することで、着座シート４８の座面をスムーズに低くすることができる。 For example, when lowering the seating surface of the seating seat 48, the lever side clutch portion 11 is operated, that is, the operation lever 43 is swung downward to lock the brake side clutch portion 12 (see FIG. 1). Release the state. When the brake side clutch part 12 is unlocked, the seating surface of the seating seat 48 can be smoothly lowered by applying an appropriate rotational resistance to the output shaft 22 by the braking spring 29 (see FIG. 1).
　ブレーキ側クラッチ部１２でのロック解除により、レバー側クラッチ部１１からブレーキ側クラッチ部１２に伝達された回転トルクでもって、ブレーキ側クラッチ部１２の出力軸２２のピニオンギヤ２２ｄが時計方向（図９の矢印方向）に回動する。そして、ピニオンギヤ２２ｄと噛合するセクターギヤ４７が反時計方向（図９の矢印方向）に揺動し、リンク部材４５とリンク部材４６が共に傾倒して着座シート４８の座面が低くなる。 By releasing the lock at the brake side clutch portion 12, the pinion gear 22d of the output shaft 22 of the brake side clutch portion 12 is rotated clockwise (in FIG. 9) with the rotational torque transmitted from the lever side clutch portion 11 to the brake side clutch portion 12. It rotates in the direction of the arrow. Then, the sector gear 47 meshing with the pinion gear 22d swings counterclockwise (in the direction of the arrow in FIG. 9), and both the link member 45 and the link member 46 are tilted to lower the seating surface of the seating seat 48.
　このようにして、着座シート４８の座面を高さ調整した後、操作レバー４３を開放すると、操作レバー４３が両センタリングばね１８，１９の弾性力によって上側へ揺動して元の位置（中立状態）に戻る。なお、操作レバー４３を上側へ揺動させた場合は、前述とは逆の動作で着座シート４８の座面が高くなる。着座シート４８の高さ調整後に操作レバー４３を開放すると、操作レバー４３が下側へ揺動して元の位置（中立状態）に戻る。 In this way, after adjusting the height of the seating surface of the seating seat 48, when the operation lever 43 is released, the operation lever 43 is swung upward by the elastic force of the centering springs 18 and 19 to return to the original position (neutral). Return to the state. When the operation lever 43 is swung upward, the seating surface of the seating seat 48 is raised by the reverse operation to that described above. When the operation lever 43 is released after the height of the seating seat 48 is adjusted, the operation lever 43 swings downward and returns to the original position (neutral state).
　本発明は前述した実施形態に何ら限定されるものではなく、本発明の要旨を逸脱しない範囲内において、さらに種々なる形態で実施し得ることは勿論のことであり、本発明の範囲は、請求の範囲によって示され、さらに請求の範囲に記載の均等の意味、および範囲内のすべての変更を含む。 The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. The equivalent meanings recited in the claims, and all modifications within the scope.

Claims (4)

  1. 　入力側に設けられ、レバー操作により入力される回転トルクの伝達および遮断を制御するレバー側クラッチ部と、出力側に設けられ、前記レバー側クラッチ部からの回転トルクを出力側へ伝達すると共に、出力側から逆入力される回転トルクを遮断するブレーキ側クラッチ部とからなり、
    　前記ブレーキ側クラッチ部は、回転が拘束された静止部材と、回転が出力される出力部材と、前記静止部材に取り付けられ、前記出力部材への圧入により生じる摺動トルクでもって出力部材に回転抵抗を付与する制動部材とを備え、前記制動部材は、金属製のコイルばねで構成されていることを特徴とするクラッチユニット。     Provided on the input side, a lever side clutch part that controls transmission and interruption of rotational torque input by lever operation, and provided on the output side, and transmits the rotational torque from the lever side clutch part to the output side, It consists of a brake side clutch part that cuts off rotational torque that is reversely input from the output side,
    The brake-side clutch portion is a stationary member whose rotation is constrained, an output member from which the rotation is output, and a rotational resistance which is attached to the stationary member and has a sliding torque generated by press-fitting into the output member. The clutch unit is characterized in that the brake member is formed of a metal coil spring.
  2. 　前記制動部材は、前記コイルばねの両端部を径方向に延在させた構造を有し、前記静止部材は、軸方向に突出する突起を有する構造を有し、コイルばねの両端部を静止部材の突起に係止させた請求項１に記載のクラッチユニット。 The braking member has a structure in which both ends of the coil spring extend in the radial direction, the stationary member has a structure having protrusions protruding in the axial direction, and both ends of the coil spring are fixed to the stationary member. The clutch unit according to claim 1, wherein the clutch unit is engaged with the protrusions of the clutch.
  3. 　前記制動部材は、前記コイルばねの両端部を軸方向に延在させた構造を有し、前記静止部材は、軸方向に凹んだ凹部を有する構造を有し、コイルばねの両端部を静止部材の凹部に係止させた請求項１に記載のクラッチユニット。 The braking member has a structure in which both end portions of the coil spring are extended in the axial direction, the stationary member has a structure having a concave portion recessed in the axial direction, and both ends of the coil spring are fixed to the stationary member. The clutch unit according to claim 1, wherein the clutch unit is engaged with the concave portion of the clutch.
  4. 　前記レバー側クラッチ部と前記ブレーキ側クラッチ部が自動車用シートリフタ部に組み込まれている請求項１～３のいずれか一項に記載のクラッチユニット。 The clutch unit according to any one of claims 1 to 3, wherein the lever side clutch portion and the brake side clutch portion are incorporated in an automobile seat lifter portion.
PCT/JP2017/007295 2016-03-01 2017-02-27 Clutch unit WO2017150401A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016-038974 2016-03-01
JP2016038974A JP2017155815A (en) 2016-03-01 2016-03-01 Clutch unit

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6474871B1 (en) * 2017-09-20 2019-02-27 Ntn株式会社 Clutch unit

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002240601A (en) * 2001-10-09 2002-08-28 Ntn Corp Seat
JP2005315299A (en) * 2004-04-27 2005-11-10 Ntn Corp Clutch unit
JP2005344822A (en) * 2004-06-02 2005-12-15 Ntn Corp Clutch unit
JP2010276155A (en) * 2009-05-29 2010-12-09 Ntn Corp Reverse input cutoff unit and paper feeding device using the same
JP2015190573A (en) * 2014-03-28 2015-11-02 Ntn株式会社 clutch unit

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002240601A (en) * 2001-10-09 2002-08-28 Ntn Corp Seat
JP2005315299A (en) * 2004-04-27 2005-11-10 Ntn Corp Clutch unit
JP2005344822A (en) * 2004-06-02 2005-12-15 Ntn Corp Clutch unit
JP2010276155A (en) * 2009-05-29 2010-12-09 Ntn Corp Reverse input cutoff unit and paper feeding device using the same
JP2015190573A (en) * 2014-03-28 2015-11-02 Ntn株式会社 clutch unit

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6474871B1 (en) * 2017-09-20 2019-02-27 Ntn株式会社 Clutch unit
WO2019059141A1 (en) * 2017-09-20 2019-03-28 Ntn株式会社 Clutch unit
JP2019056397A (en) * 2017-09-20 2019-04-11 Ntn株式会社 Clutch unit

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