WO2019059141A1 - Clutch unit - Google Patents

Clutch unit Download PDF

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Publication number
WO2019059141A1
WO2019059141A1 PCT/JP2018/034308 JP2018034308W WO2019059141A1 WO 2019059141 A1 WO2019059141 A1 WO 2019059141A1 JP 2018034308 W JP2018034308 W JP 2018034308W WO 2019059141 A1 WO2019059141 A1 WO 2019059141A1
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WO
WIPO (PCT)
Prior art keywords
rotational torque
output
output shaft
input
side clutch
Prior art date
Application number
PCT/JP2018/034308
Other languages
French (fr)
Japanese (ja)
Inventor
恭兵 笹沼
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 WO2019059141A1 publication Critical patent/WO2019059141A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/16—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/90—Details or parts not otherwise provided for
    • 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
    • F16D15/00—Clutches with wedging balls or rollers or with other wedgeable separate clutching members
    • 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

Definitions

  • the present invention is provided with an input-side clutch portion to which a rotational torque is input, and an output-side clutch portion for transmitting the rotational torque from the input-side clutch portion to the output side and blocking the rotational torque from the output side. It relates to a clutch unit.
  • a clutch portion is disposed between an input member and an output member.
  • the clutch unit is configured to control transmission and interruption of rotational torque by engaging and disengaging an engager between the input member and the output member.
  • the clutch unit disclosed in Patent Document 1 transmits to the output side the rotational torque from the lever side clutch portion to which the rotational torque is input by the lever operation and the rotational torque from the lever side clutch portion, and also transmits the rotational torque from the output side. And a brake-side clutch unit that shuts off.
  • the lever side clutch portion engages and disengages the outer ring to which the rotational torque is input by the lever operation, the inner ring transmitting the rotational torque input from the outer ring to the brake side clutch portion, and the clearance between the outer ring and the inner ring
  • the main part is constituted by the cylindrical roller which controls transmission and interception of the rotational torque from an outer ring by this.
  • the brake-side clutch portion includes an inner ring to which rotational torque from the lever-side clutch portion is input, an output shaft to which rotational torque from the inner ring is output, an outer ring whose rotation is constrained, a gap between the output shaft and the outer ring
  • the main part is constituted by cylindrical rollers which control the interruption of the rotational torque from the output shaft and the transmission of the rotational torque from the inner ring by the engagement and disengagement of the clearances.
  • Patent No. 5207779 gazette
  • the present invention has been proposed in view of the problems described above, and the purpose of the present invention is to securely lock the output shaft even if the rotational torque in the forward and reverse directions is continuously reversely input to the output shaft. It is providing the clutch unit provided with the structure obtained.
  • the clutch unit according to the present invention transmits to the output side the rotational torque from the input-side clutch portion that controls transmission and interruption of the input rotational torque, and the input-side clutch portion, and is reversely input from the output side It has a basic configuration including an output side clutch unit that shuts off the rotational torque.
  • the output-side clutch unit of the present invention includes a stationary member whose rotation is restricted, and an output member whose rotational output is output, and an output member when rotational torque is interrupted.
  • a gear member is engaged with the stationary member, and the gear member has a module size of 0.4 to 0.8 and a gear number of 60 to 100. It is characterized by having a tooth portion defined in pieces.
  • the stationary member by attaching the gear member to the stationary member, when the output member is locked, even if the rotational torque in the forward direction and the rotational torque in the reverse direction are alternately continued and continuously input to the output member, the stationary member
  • the gear member attached to the gear is engaged with the output member, whereby the output member can be reliably locked.
  • the gear member in the present invention has a toothed part having a module of 0.4 to 0.8 and a tooth number of 60 to 100, so that the gear member meshes with the output member at the time of interruption of the rotational torque. Good operability can be ensured in releasing the meshing state with the output member at the time of transmission of torque.
  • the output side clutch portion is configured to interrupt the rotational torque reversely input from the output member and transmit the rotational torque input from the input side clutch portion by engagement and disengagement between the stationary member and the output member.
  • the input-side clutch portion and the output-side clutch portion in the present invention preferably have a structure incorporated in a seat lifter portion for a vehicle.
  • the gear member by providing the gear member to the stationary member, when the output member is locked, even if the rotational torque in the forward direction and the rotational torque in the reverse direction are alternately continued and continuously input to the output member, Since the gear member attached to the stationary member is in mesh with the output member, the output member can be reliably locked.
  • the gear member has a tooth portion whose module is 0.4 to 0.8 and the number of teeth is 60 to 100. Therefore, the gear member meshes with the output member at the time of blocking the rotational torque, and the rotational torque is transmitted Sometimes when releasing the meshing state with the output member, good operability can be ensured.
  • the clutch unit when the clutch unit is incorporated into a seat lifter for a car, the height of the seat can be stably adjusted, and the comfortable adjustment of the seat height becomes possible, thus improving operability. It can be done.
  • FIG. 1 is a cross-sectional view showing an entire configuration of a clutch unit according to an embodiment of the present invention.
  • FIG. 2 is a cross-sectional view taken along the line PP of FIG. 1;
  • FIG. 2 is a cross-sectional view taken along the line QQ in FIG.
  • It is a block diagram which shows the seat of a motor vehicle, and a seat lifter part.
  • FIG. 6 is an exploded perspective view showing a slide gear, an elastic member and a side plate in the clutch unit of FIG. 1; It is the side view which looked at the slide gear of FIG. 5 from the input side.
  • It is a top view which shows the clutch unit of FIG.
  • It is an enlarged view which shows the X section of FIG.
  • It is sectional drawing which shows the operation state of the clutch unit of FIG.
  • FIG. 1 is a cross-sectional view showing the entire configuration of the clutch unit
  • FIG. 2 is a cross-sectional view taken along the line PP in FIG. 1
  • FIG. 3 is a cross-sectional view taken along the line QQ in FIG.
  • the clutch unit 10 of this embodiment has a structure in which a lever side clutch portion 11 as an input side clutch portion and a brake side clutch portion 12 as an output side clutch portion are unitized.
  • the lever side clutch unit 11 controls transmission and interruption of rotational torque input by lever operation.
  • the brake side clutch unit 12 has a reverse input blocking function of transmitting the rotational torque from the lever side clutch unit 11 to the output side and blocking the rotational torque reversely input from the output side.
  • the lever-side clutch portion 11 includes the side plate 13 and the outer ring 14, the inner ring 15, a plurality of cylindrical rollers 16, a cage 17, an inner centering spring 18, and an outer centering spring 19. And the main part is composed.
  • the side plate 13 and the outer ring 14 are integrated by fitting the claws 13a formed on the outer peripheral edge of the side plate 13 into the notched concave portions 14a formed on the outer peripheral edge of the outer ring 14, and caulking The rotational torque is input by the operation.
  • a plurality of cam surfaces 14 b are formed on the inner periphery of the outer ring 14 at equal intervals in the circumferential direction.
  • the rotational torque is input to the outer ring 14 by an operation lever 43 (see FIG. 4) attached to the side plate 13 by screwing or the like.
  • the inner ring 15 has a cylindrical portion 15a through which the output shaft 22 is inserted, an enlarged diameter portion 15b in which a brake side end of the cylindrical portion 15a extends radially outward, and an outer peripheral end of the enlarged diameter portion 15b. It consists of a plurality of column parts 15c (refer to Drawing 3) which projected by bending a part in the direction of an axis.
  • the inner ring 15 transmits the rotational torque input from the outer ring 14 to the brake clutch portion 12.
  • a weir 20 is formed between the cylindrical outer peripheral surface 15 d of the cylindrical portion 15 a of the inner ring 15 and the cam surface 14 b formed on the inner periphery of the outer ring 14.
  • the cylindrical rollers 16 transmit and block the rotational torque from the outer ring 14 by engagement and disengagement at the wedging gap 20 formed between the cam surface 14 b of the outer ring 14 and the outer peripheral surface 15 d of the cylindrical portion 15 a of the inner ring 15. Control.
  • a plurality of pockets 17 a for accommodating the cylindrical rollers 16 are formed at equal intervals in the circumferential direction.
  • the cylindrical roller 16 is held at equal intervals in the circumferential direction by the cage gap 20 between the cam surface 14 b of the outer ring 14 and the outer peripheral surface 15 d of the cylindrical portion 15 a of the inner ring 15 by the cage 17.
  • the inner centering spring 18 is a C-shaped elastic member having a circular cross section and disposed between the retainer 17 and the cover 24 of the brake-side clutch portion 12, and both ends thereof are a part of the retainer 17 and the cover 24. It is locked.
  • the outer centering spring 19 located radially outward of the inner centering spring 18 is a C-shaped band plate elastic member disposed between the outer ring 14 and the above-mentioned cover 24, and both ends thereof are the outer ring 14 and the cover 24. It is locked to a part of
  • the brake clutch portion 12 includes the inner ring 15 of the lever clutch portion 11, the output shaft 22 which is an output member, the outer ring 23 which is a stationary member, the cover 24 and the side plate 25;
  • a main portion is constituted by a plurality of pairs of engaging elements, a cylindrical roller 27 and a plate spring 28 having an N-shaped cross section, and a friction ring 29.
  • the output shaft 22 has a shaft portion 22a on which the cylindrical portion 15a of the inner ring 15 is extrapolated, a large diameter portion 22b integrally formed substantially at the center of the shaft portion 22a, and an output side end of the shaft portion 22a It consists of a pinion gear portion 22d coaxially formed in the portion, and the rotational torque from the lever side clutch portion 11 is output.
  • the pinion gear portion 22d of the output shaft 22 is connected to the seat lifter portion 39 (see FIG. 4).
  • the components of the lever side clutch unit 11 are prevented from coming off by press-fitting the washer 31 to the input side end of the shaft portion 22 a of the output shaft 22 via the wave washer 30.
  • a plurality of flat cam surfaces 22 e are formed at equal intervals in the circumferential direction on the outer periphery of the large diameter portion 22 b of the output shaft 22. Between the cam surface 22e of the large diameter portion 22b and the cylindrical inner peripheral surface 23a of the outer ring 23, a wedging gap 26 is formed.
  • Two cylindrical rollers 27 and one plate spring 28 interposed therebetween are disposed in the wedging gap 26 respectively.
  • the cylindrical roller 27 controls the blocking of the rotational torque reversely input from the output shaft 22 and the transmission of the rotational torque input from the inner ring 15 by engagement and disengagement at the weir clearance 26.
  • the leaf spring 28 biases the cylindrical rollers 27 against each other in the circumferential direction.
  • the cylindrical rollers 27 and the plate springs 28 are disposed at equal intervals in the circumferential direction by the column portions 15 c of the inner ring 15 having a function of transmitting the rotational torque input from the outer ring 14 to the output shaft 22. That is, the column portion 15c of the inner ring 15 has a function of accommodating the cylindrical roller 27 and the plate spring 28 in the pocket 15f and maintaining the same in the circumferential direction.
  • the large diameter portion 22 b of the output shaft 22 is provided with a projection 22 f for transmitting the rotational torque from the inner ring 15 to the output shaft 22.
  • the projection 22 f is inserted and arranged in a hole 15 e formed in the enlarged diameter portion 15 b of the inner ring 15 with a clearance in the circumferential direction.
  • the outer ring 23, the cover 24, and the side plate 25 are provided in the notch recess 23b formed on the outer peripheral edge of the outer ring 23, and the notch recess (not shown) formed on the outer peripheral edge of the cover 24.
  • the claws 25a formed on the outer peripheral edge are integrated and integrated by fitting and caulking.
  • the friction ring 29 is a member made of resin, for example, and is fixed to the side plate 25.
  • the friction ring 29 is press-fitted to the inner peripheral surface 22g of the annular recess 22c formed in the large diameter portion 22b of the output shaft 22 with a fitting margin.
  • a rotational resistance (sliding torque) is applied to the reference numeral 22.
  • lever side clutch part 11 and the brake side clutch part 12 which comprise the above structures is demonstrated below.
  • the cylindrical roller 27 separates from the weir clearance 26.
  • the locked state of the output shaft 22 is released and the output shaft 22 becomes rotatable.
  • the friction ring 29 applies a rotational resistance to the output shaft 22.
  • FIG. 4 shows a seat 40 mounted in the passenger compartment of a motor vehicle.
  • the seating surface height of the seat 40 in the seat lifter 39 is adjusted by the operation lever 43 attached to the side plate 13 (see FIG. 1) of the lever side clutch 11 in the clutch unit 10.
  • the seat lifter unit 39 has the following structure.
  • each of the link members 45 and 46 is pivotably connected to the slide movable member 44.
  • the other ends of the link members 45 and 46 are pivotably attached to the seat 40 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 portion 22 d of the output shaft 22 of the clutch unit 10.
  • the pinion gear portion 22d of the output shaft 22 of the brake clutch portion 12 rotates clockwise (FIG. 4) by the rotational torque transmitted from the lever clutch portion 11 to the brake clutch portion 12 when the brake clutch portion 12 is unlocked. In the direction of the arrow).
  • the sector gear 47 meshing with the pinion gear portion 22d pivots counterclockwise (in the direction of the arrow in FIG. 4), and the link member 45 and the link member 46 both tilt to lower the seat surface of the seat 40 become.
  • the overall configuration of the clutch unit 10 in this embodiment is as described above, and its characteristic configuration will be described in detail below.
  • the clutch unit 10 of this embodiment has the following structure in order to reliably lock the output shaft 22 even if the rotational torque in the forward and reverse directions as described above is continuously reversely input to the output shaft 22.
  • the brake-side clutch portion 12 is a gear member that meshes with the output shaft 22 at the time of blocking the rotational torque, and is disengaged from the output shaft 22 at the time of transmitting the rotational torque.
  • a structure in which the gear 32 is attached to the outer ring 23 is provided.
  • the slide gear 32 is arranged to be movable in the axial direction with respect to the output shaft 22.
  • the slide gear 32 has a ring-shaped main body 32b having teeth portions 32a (hereinafter referred to as internal teeth) formed on the inner periphery thereof, and a plurality of circumferential positions (3 points in FIG. 5) on the outer periphery of the ring-shaped main body 32b.
  • the flange portion 32c extends radially outward at equal intervals, and the flange portion 32d axially extends from the flange portion 32c.
  • the number of teeth of the internal teeth 32a of the slide gear 32 is set to 60 to 100. That is, as shown in FIG. 6, the central angle ⁇ per tooth of the internal teeth 32a of the slide gear 32 is set to 3.6 ° or more and 6 ° or less. Table 1 shows the correspondence between the number of teeth and the central angle per tooth.
  • the module is set to 0.4 to 0.8 for the internal teeth 32a of the slide gear 32.
  • the module is the pitch circle diameter divided by the number of teeth.
  • Table 2 shows the relationship between the number of teeth and the module.
  • the numerical range of the module for the internal teeth 32a of the slide gear 32 it is possible to easily secure the tooth thickness of the internal teeth 32a, and to ensure good operability and sufficient strength.
  • the internal teeth 32a can be realized. Further, by defining the numerical range of the module as described above, a large torque load can be achieved, and the number of cylindrical rollers can be reduced.
  • the number of teeth is 60
  • the module is 0.6, 0.8
  • the number of teeth is 70
  • the module is 0.5, 0.6
  • the number of teeth It was found that 80 modules with 0.5, 0.6, 90 teeth, 0.4, 0.5 with module, 100 teeth with 0.4 with 0.4 module are effective. .
  • the central angle ⁇ per tooth is set to about 5 °, the number of teeth to 70, and the module to 0.5.
  • a tooth portion 22 h (hereinafter referred to as an external tooth) corresponding to the internal tooth 32 a of the slide gear 32 is formed.
  • a recess 23c corresponding to the flange portion 32c of the slide gear 32 is formed on the end face of the outer ring 23 . Furthermore, on the outer peripheral surface of the outer ring 23, a recess 23d corresponding to the flange portion 32d of the slide gear 32 is formed.
  • the slide gear 32 is assembled to the outer ring 23 by housing the flange portion 32 c in the recess 23 c of the end face of the outer ring 23 and fitting the flange portion 32 d into the recess 23 d of the outer peripheral surface of the outer ring 23.
  • a cam mechanism 33 for moving the slide gear 32 in the axial direction to control engagement and disengagement with the output shaft 22 is interposed between the slide gear 32 and the outer ring 14 of the lever side clutch portion 11.
  • the cam mechanism 33 has a V-shaped cam groove 32 e formed on the end face of the flange portion 32 d of the slide gear 32 and an outer periphery of the outer ring 14 of the lever side clutch portion 11. It is comprised by the convex part 14c extended to direction.
  • the tip bent portion of the convex portion 14 c of the outer ring 14 is in contact with the cam surface of the cam groove 32 e of the slide gear 32.
  • an elastic member 34 elastically urging the slide gear 32 in the direction of meshing with the output shaft 22 between the side plate 25 of the brake clutch 12 and the slide gear 32. Intervenes.
  • the elastic member 34 for example, a ring-shaped wave spring as shown in FIG.
  • the outer ring 14 is maintained in the neutral state by the outer centering spring 19 in the state where the rotational torque is not input from the outer ring 14 of the lever side clutch portion 11.
  • the slide gear 32 is axially pressed by the elastic force of the elastic member 34, and the internal teeth 32a of the slide gear 32 mesh with the external teeth 22h of the output shaft 22 (see FIG. 1). As a result, the output shaft 22 is locked.
  • the contact position of the cylindrical roller 27 is slightly shifted between the outer ring 23 and the output shaft 22, or hysteresis of elastic deformation exists in the output shaft 22, the outer ring 23, and the cylindrical roller 27 on which the rotational torque is loaded
  • the meshing between the internal teeth 32a of the slide gear 32 and the external teeth 22h of the output shaft 22 can prevent the output shaft 22 from rotating gradually. As a result, it is possible to prevent the occurrence of a phenomenon in which the seat 40 slightly drops.
  • the meshing of the internal teeth 32 a of the slide gear 32 and the external teeth 22 h of the output shaft 22 enables a large capacity torque load on the brake clutch portion 12.
  • the number of pairs of cylindrical rollers 27 constituting the brake-side clutch unit 12 can be reduced, and the weight and cost of the clutch unit 10 can be reduced.
  • six pairs of cylindrical rollers 27 are used, but the present invention is not limited thereto.
  • the present invention is not limited thereto.
  • the number of teeth is 70 and the module is 0.5, the number of teeth is five, Sufficient strength can be ensured even if the number of cylindrical rollers 27 is reduced, such as 4 pairs for 60 modules and 0.6 for 70 pairs of teeth with 70 teeth and 0.6 modules. it can.
  • an elastic member 34 is interposed between the side plate 25 of the brake clutch 12 and the slide gear 32 to elastically bias the slide gear 32 in the direction of meshing with the output shaft 22. doing.
  • the axial movement of the slide gear 32 separates the internal teeth 32a of the slide gear 32 from the external teeth 22h of the output shaft 22, and the engagement between the internal teeth 32a of the slide gear 32 and the external teeth 22h of the output shaft 22 is released. Be done. As a result, the output shaft 22 becomes rotatable with respect to the outer ring 23.
  • the engagement of the cylindrical roller 27 is the inner ring until the internal teeth 32a of the slide gear 32 completely separate from the external teeth 22h of the output shaft 22 and the output shaft 22 becomes rotatable. It is necessary to prevent release by 15.
  • the cylindrical roller 27 has a gap 26 between the outer ring 23 and the output shaft 22. It also requires a structure to engage with the

Abstract

The present invention comprises: a lever-side clutch part that controls the transmission and stoppage of rotational torque inputted by lever operation; and a brake-side clutch part that transmits the rotational torque from the lever-side clutch part to the output side and stops rotational torque inputted in reverse from the output side. The brake-side clutch part is provided with an outer ring, the rotation of which is restricted, and an output shaft from which the rotation is outputted, and attaches, to the outer ring, a slide gear 32 that engages with the output shaft while the rotational torque is stopped, and disengages from the output shaft when the rotational torque is being transmitted. The slide gear 32 has a module of 0.4-0.8 and has inner teeth 32a that are restricted to 60-100 in number.

Description

クラッチユニットClutch unit
　本発明は、回転トルクが入力される入力側クラッチ部と、その入力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出力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 is provided with an input-side clutch portion to which a rotational torque is input, and an output-side clutch portion for transmitting the rotational torque from the input-side clutch portion to the output side and blocking the rotational torque from the output side. It relates to a clutch unit.
　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。クラッチ部は、入力部材と出力部材との間で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。 In a clutch unit using an engaging element such as a cylindrical roller or a ball, a clutch portion is disposed between an input member and an output member. The clutch unit is configured to control transmission and interruption of rotational torque by engaging and disengaging an engager 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）。 The applicant has previously proposed a clutch unit incorporated in a seat lifter portion for a motor vehicle, which vertically adjusts a seat by a lever operation (see, for example, Patent Document 1).
　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 clutch unit disclosed in Patent Document 1 transmits to the output side the rotational torque from the lever side clutch portion to which the rotational torque is input by the lever operation and the rotational torque from the lever side clutch portion, and also transmits the rotational torque from the output side. And a brake-side clutch unit 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円筒ころとで主要部が構成されている。 The lever side clutch portion engages and disengages the outer ring to which the rotational torque is input by the lever operation, the inner ring transmitting the rotational torque input from the outer ring to the brake side clutch portion, and the clearance between the outer ring and the inner ring The main part is constituted by the cylindrical roller which controls transmission and interception of the rotational torque from an outer ring by this.
　ブレーキ側クラッチ部は、レバー側クラッチ部からの回転トルクが入力される内輪と、その内輪からの回転トルクが出力される出力軸と、回転が拘束された外輪と、出力軸と外輪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内輪からの回転トルクの伝達とを制御する円筒ころとで主要部が構成されている。 The brake-side clutch portion includes an inner ring to which rotational torque from the lever-side clutch portion is input, an output shaft to which rotational torque from the inner ring is output, an outer ring whose rotation is constrained, a gap between the output shaft and the outer ring The main part is constituted by cylindrical rollers which control the interruption of the rotational torque from the output shaft and the transmission of the rotational torque from the inner ring by the engagement and disengagement of the clearances.
　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。 In the lever side clutch portion, when rotational torque is input to the outer ring by the lever operation, the cylindrical rollers engage with the gap between the outer ring and the inner ring. Due to the engagement of the cylindrical rollers up to this clearance, rotational torque is transmitted to the inner ring and the inner ring is rotated.
　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間の楔すきまに係合して出力軸が外輪に対してロックされる。この出力軸のロックにより出力軸から逆入力された回転トルクは遮断される。これにより、座席シートの座面高さが保持される。 In the brake side clutch portion, when rotational torque is reversely input to the output shaft by seating on the seat, the cylindrical rollers are engaged with the gap between the output shaft and the outer ring, and the output shaft is locked to the outer ring . By locking the output shaft, the rotational torque reversely input from the output shaft is shut off. Thereby, the seat height of the seat is maintained.
　一方、レバー側クラッチ部から回転トルクがブレーキ側クラッチ部に入力されると、内輪が円筒ころを押圧することにより、その円筒ころが出力軸と外輪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。 On the other hand, when rotational torque is input from the lever side clutch portion to the brake side clutch portion, the inner ring presses the cylindrical roller, whereby the cylindrical roller is disengaged from the gap between the output shaft and the outer ring. With the release of the cylindrical roller from the gap, the locked state of the output shaft is released, and the output shaft can be rotated.
　そして、内輪がさらに回転することにより、内輪からの回転トルクが出力軸に伝達され、その出力軸が回転する。この出力軸の回転により、座席シートの座面高さが調整可能となる。 Then, when the inner ring further rotates, rotational torque from the inner ring is transmitted to the output shaft, and the output shaft rotates. The rotation of the output shaft makes it possible to adjust the seat height of the seat.
特許第５２０７７７９号公報Patent No. 5207779 gazette
　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間の楔すきまに係合して出力軸が外輪に対してロックされる。 By the way, in the conventional clutch unit disclosed in Patent Document 1, when the rotational torque is reversely input to the output shaft by seating on the seat, the cylindrical rollers are engaged with the gap between the output shaft and the outer ring and output The shaft is locked to the outer ring.
　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、座席シートの座面高さが保持される。 In this way, the rotational torque reversely input from the output shaft is locked by the brake clutch and the return to the lever clutch is interrupted. Thereby, the seat height of the seat is maintained.
　ここで、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では、座席シートへの着座状態で、悪路などでの車両走行時に上下振動が発生すると、正方向の回転トルクと逆方向の回転トルクが交互に連続した状態で出力軸に逆入力されることになる。 Here, in the clutch unit incorporated in the seat lifter portion for a motor vehicle, when vertical vibration occurs during traveling of the vehicle on a bad road or the like in the seating state on the seat, rotational torque in the forward direction and rotational torque in the reverse direction alternate. It will be reverse input to the output axis in a continuous state.
　この時、ブレーキ側クラッチ部では、出力軸と外輪間の楔すきまでの円筒ころの接触位置が微妙にずれたり、回転トルクが負荷される出力軸、外輪および円筒ころに弾性変形のヒステリシスが存在したりすることから、出力軸が徐々に回転してしまうことになる。その結果、座席シートが微小に下がる現象が発生する。 At this time, in the clutch on the brake side, the contact position of the cylindrical roller until the gap between the output shaft and the outer ring is slightly shifted, or the output shaft to which the rotational torque is loaded, the outer ring and the cylindrical roller have hysteresis of elastic deformation. As a result, the output shaft will gradually rotate. As a result, a phenomenon in which the seat is slightly lowered occurs.
　そこで、本発明は前述の課題に鑑みて提案されたもので、その目的とするところは、正逆方向の回転トルクが連続して出力軸に逆入力されても、出力軸を確実にロックし得る構造を具備したクラッチユニットを提供することにある。 Therefore, the present invention has been proposed in view of the problems described above, and the purpose of the present invention is to securely lock the output shaft even if the rotational torque in the forward and reverse directions is continuously reversely input to the output shaft. It is providing the clutch unit provided with the structure obtained.
　本発明に係るクラッチユニットは、入力される回転トルクの伝達および遮断を制御する入力側クラッチ部と、その入力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出力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 transmits to the output side the rotational torque from the input-side clutch portion that controls transmission and interruption of the input rotational torque, and the input-side clutch portion, and is reversely input from the output side It has a basic configuration including an output side clutch unit that shuts off the rotational torque.
　前述の目的を達成するための技術的手段として、本発明の出力側クラッチ部は、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を備え、回転トルクの遮断時に出力部材と噛合し、かつ、回転トルクの伝達時に出力部材との噛合状態が解除されるギヤ部材を静止部材に付設し、ギヤ部材は、モジュールが０．４～０．８で、歯数が６０～１００個に規定された歯部を有することを特徴とする。 As technical means for achieving the above object, the output-side clutch unit of the present invention includes a stationary member whose rotation is restricted, and an output member whose rotational output is output, and an output member when rotational torque is interrupted. A gear member is engaged with the stationary member, and the gear member has a module size of 0.4 to 0.8 and a gear number of 60 to 100. It is characterized by having a tooth portion defined in pieces.
　本発明では、静止部材にギヤ部材を付設したことにより、出力部材のロック時、正方向の回転トルクと逆方向の回転トルクが交互に連続した状態で出力部材に逆入力されても、静止部材に付設されたギヤ部材が出力部材に噛合していることで、その出力部材を確実にロックすることができる。 In the present invention, by attaching the gear member to the stationary member, when the output member is locked, even if the rotational torque in the forward direction and the rotational torque in the reverse direction are alternately continued and continuously input to the output member, the stationary member The gear member attached to the gear is engaged with the output member, whereby the output member can be reliably locked.
　また、本発明におけるギヤ部材は、モジュールが０．４～０．８で、歯数が６０～１００個に規定された歯部を有することから、回転トルクの遮断時に出力部材と噛合し、回転トルクの伝達時に出力部材との噛合状態を解除する上で、良好な作動性を確保することができる。 Further, the gear member in the present invention has a toothed part having a module of 0.4 to 0.8 and a tooth number of 60 to 100, so that the gear member meshes with the output member at the time of interruption of the rotational torque. Good operability can be ensured in releasing the meshing state with the output member at the time of transmission of torque.
　本発明における出力側クラッチ部は、静止部材と出力部材との間での係合および離脱により、出力部材から逆入力される回転トルクの遮断と入力側クラッチ部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係合子を備えている構造が望ましい。 According to the present invention, the output side clutch portion is configured to interrupt the rotational torque reversely input from the output member and transmit the rotational torque input from the input side clutch portion by engagement and disengagement between the stationary member and the output member. A structure having a plurality of pairs of engagement elements for controlling
　このような構造を採用すれば、モジュールおよび歯数の数値範囲を規定することで、大容量のトルク負荷が可能となり、係合子の数を削減することができる。 By adopting such a structure, by defining the numerical range of the module and the number of teeth, a large capacity torque load can be made, and the number of engaging elements can be reduced.
　本発明における入力側クラッチ部および出力側クラッチ部は、自動車用シートリフタ部に組み込まれた構造が望ましい。 The input-side clutch portion and the output-side clutch portion in the present invention preferably have a structure incorporated in a seat lifter portion for a vehicle.
　このような構造を採用すれば、自動車用シートリフタ部において、座席シートへの着座状態で、正逆方向の回転トルクが連続して出力部材に逆入力されても、出力部材を確実にロックすることができ、座席シートの座面高さを確実に保持することができる。 If such a structure is adopted, in the seat lifter portion for an automobile, even if rotational torque in the forward and reverse directions is continuously reversely input to the output member in a seated state on the seat, the output member is reliably locked. The seat height of the seat can be held securely.
　本発明によれば、静止部材にギヤ部材を付設したことにより、出力部材のロック時、正方向の回転トルクと逆方向の回転トルクが交互に連続した状態で出力部材に逆入力されても、静止部材に付設されたギヤ部材が出力部材に噛合していることで、出力部材を確実にロックすることができる。 According to the present invention, by providing the gear member to the stationary member, when the output member is locked, even if the rotational torque in the forward direction and the rotational torque in the reverse direction are alternately continued and continuously input to the output member, Since the gear member attached to the stationary member is in mesh with the output member, the output member can be reliably locked.
　また、ギヤ部材は、モジュールが０．４～０．８で、歯数が６０～１００個に規定された歯部を有することから、回転トルクの遮断時に出力部材と噛合し、回転トルクの伝達時に出力部材との噛合状態を解除する上で、良好な作動性を確保することができる。 In addition, the gear member has a tooth portion whose module is 0.4 to 0.8 and the number of teeth is 60 to 100. Therefore, the gear member meshes with the output member at the time of blocking the rotational torque, and the rotational torque is transmitted Sometimes when releasing the meshing state with the output member, good operability can be ensured.
　その結果、クラッチユニットを自動車用シートリフタ部に組み込んだ場合、座席シートの座面高さを安定して調整することができ、快適な座面高さの調整が可能となって操作性の向上が図れる。 As a result, when the clutch unit is incorporated into a seat lifter for a car, the height of the seat can be stably adjusted, and the comfortable adjustment of the seat height becomes possible, thus improving operability. It can be done.
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。FIG. 1 is a cross-sectional view showing an entire configuration of a clutch unit according to an embodiment of the present invention. 図１のＰ－Ｐ線に沿う断面図である。FIG. 2 is a cross-sectional view taken along the line PP of FIG. 1; 図１のＱ－Ｑ線に沿う断面図である。FIG. 2 is a cross-sectional view taken along the line QQ in FIG. 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 of a motor vehicle, and a seat lifter part. 図１のクラッチユニットにおけるスライドギヤ、弾性部材および側板を示す組立分解斜視図である。FIG. 6 is an exploded perspective view showing a slide gear, an elastic member and a side plate in the clutch unit of FIG. 1; 図５のスライドギヤを入力側から見た側面図である。It is the side view which looked at the slide gear of FIG. 5 from the input side. 図１のクラッチユニットを示す平面図である。It is a top view which shows the clutch unit of FIG. 図７のＸ部を示す拡大図である。It is an enlarged view which shows the X section of FIG. 図１のクラッチユニットの動作状態を示す断面図である。It is sectional drawing which shows the operation state of the clutch unit of FIG.
　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。以下の実施形態では、自動車用シートリフタ部に組み込まれたクラッチユニットを例示するが、自動車用シートリフタ部以外にも適用可能である。 Embodiments of a clutch unit according to the present invention will be described in detail based on the drawings. In the following embodiment, although the clutch unit incorporated in the seat lifter part for cars is illustrated, it is applicable also except a seat lifter part for cars.
　図１は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Ｐ－Ｐ線に沿う断面図、図３は図１のＱ－Ｑ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。 1 is a cross-sectional view showing the entire configuration of the clutch unit, FIG. 2 is a cross-sectional view taken along the line PP in FIG. 1, and FIG. 3 is a cross-sectional view taken along the line QQ 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、入力側クラッチ部としてのレバー側クラッチ部１１と、出力側クラッチ部としての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。 As shown in FIG. 1, the clutch unit 10 of this embodiment has a structure in which a lever side clutch portion 11 as an input side clutch portion and a brake side clutch portion 12 as an output side clutch portion are unitized.
　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。 The lever side clutch unit 11 controls transmission and interruption of rotational torque input by lever operation. The brake side clutch unit 12 has a reverse input blocking function of transmitting the rotational torque from the lever side clutch unit 11 to the output side and blocking the rotational torque 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、側板１３および外輪１４と、内輪１５と、複数の円筒ころ１６と、保持器１７と、内側センタリングばね１８と、外側センタリングばね１９と主要部が構成されている。 As shown in FIGS. 1 and 2, the lever-side clutch portion 11 includes the side plate 13 and the outer ring 14, the inner ring 15, a plurality of cylindrical rollers 16, a cage 17, an inner centering spring 18, and an outer centering spring 19. And the main part is composed.
　側板１３および外輪１４は、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に嵌合させて加締めることにより一体化され、レバー操作により回転トルクが入力される。 The side plate 13 and the outer ring 14 are integrated by fitting the claws 13a formed on the outer peripheral edge of the side plate 13 into the notched concave portions 14a formed on the outer peripheral edge of the outer ring 14, and caulking The rotational torque is input by the operation.
　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操作レバー４３（図４参照）により行われる。 A plurality of cam surfaces 14 b are formed on the inner periphery of the outer ring 14 at equal intervals in the circumferential direction. The rotational torque is input to the outer ring 14 by an operation lever 43 (see FIG. 4) 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は、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。 The inner ring 15 has a cylindrical portion 15a through which the output shaft 22 is inserted, an enlarged diameter portion 15b in which a brake side end of the cylindrical portion 15a extends radially outward, and an outer peripheral end of the enlarged diameter portion 15b. It consists of a plurality of column parts 15c (refer to Drawing 3) which projected by bending a part in the direction of an axis. The inner ring 15 transmits the rotational torque input from the outer ring 14 to the brake clutch portion 12.
　内輪１５の筒状部１５ａの円筒状外周面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が形成されている。 Between the cylindrical outer peripheral surface 15 d of the cylindrical portion 15 a of the inner ring 15 and the cam surface 14 b formed on the inner periphery of the outer ring 14, a weir 20 is formed.
　円筒ころ１６は、外輪１４のカム面１４ｂと内輪１５の筒状部１５ａの外周面１５ｄとの間に形成された楔すきま２０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。 The cylindrical rollers 16 transmit and block the rotational torque from the outer ring 14 by engagement and disengagement at the wedging gap 20 formed between the cam surface 14 b of the outer ring 14 and the outer peripheral surface 15 d of the cylindrical portion 15 a of the inner ring 15. Control.
　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ている。この保持器１７により、外輪１４のカム面１４ｂと内輪１５の筒状部１５ａの外周面１５ｄとの間の楔すきま２０に円筒ころ１６を円周方向等間隔に保持する。 In the cage 17, a plurality of pockets 17 a for accommodating the cylindrical rollers 16 are formed at equal intervals in the circumferential direction. The cylindrical roller 16 is held at equal intervals in the circumferential direction by the cage gap 20 between the cam surface 14 b of the outer ring 14 and the outer peripheral surface 15 d of the cylindrical portion 15 a of the inner ring 15 by the 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。 The inner centering spring 18 is a C-shaped elastic member having a circular cross section and disposed between the retainer 17 and the cover 24 of the brake-side clutch portion 12, and both ends thereof are a part of the retainer 17 and the cover 24. It is locked.
　内側センタリングばね１８は、レバー操作により外輪１４から回転トルクが入力されると、静止状態のカバー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る。外輪１４からの回転トルクの入力がなくなると、内側センタリングばね１８の弾性力により保持器１７が中立状態に復帰する。 When a rotational torque is input from the outer ring 14 by lever operation, the inner centering spring 18 is pushed and expanded with the rotation of the cage 17 following the outer ring 14 against the cover 24 in the stationary state, and the elastic force is accumulated. Be done. When the rotational torque from the outer ring 14 is not input, the elastic force of the inner centering spring 18 causes the cage 17 to return to the neutral state.
　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。 The outer centering spring 19 located radially outward of the inner centering spring 18 is a C-shaped band plate elastic member disposed between the outer ring 14 and the above-mentioned cover 24, and both ends thereof are the outer ring 14 and the cover 24. It is locked to a part of
　外側センタリングばね１９は、レバー操作により外輪１４から回転トルクが入力されると、静止状態のカバー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る。外輪１４からの回転トルクの入力がなくなると、外側センタリングばね１９の弾性力により外輪１４が中立状態に復帰する。 When rotational torque is input from the outer ring 14 by the lever operation, the outer centering spring 19 is pushed and expanded with the rotation of the outer ring 14 with respect to the cover 24 in a stationary state, and an elastic force is accumulated. When the input of the rotational torque from the outer ring 14 disappears, the elastic force of the outer centering spring 19 causes the outer ring 14 to return to the neutral state.
　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の内輪１５と、出力部材である出力軸２２と、静止部材である外輪２３、カバー２４および側板２５と、複数対の係合子である円筒ころ２７および断面Ｎ字形の板ばね２８と、摩擦リング２９とで主要部が構成されている。 As shown in FIGS. 1 and 3, the brake clutch portion 12 includes the inner ring 15 of the lever clutch portion 11, the output shaft 22 which is an output member, the outer ring 23 which is a stationary member, the cover 24 and the side plate 25; A main portion is constituted by a plurality of pairs of engaging elements, a cylindrical roller 27 and a plate spring 28 having an N-shaped cross section, and a friction ring 29.
　出力軸２２は、内輪１５の筒状部１５ａが外挿された軸部２２ａと、その軸部２２ａの略中央部位に一体的に形成された大径部２２ｂと、軸部２２ａの出力側端部に同軸的に形成されたピニオンギヤ部２２ｄとからなり、レバー側クラッチ部１１からの回転トルクが出力される。 The output shaft 22 has a shaft portion 22a on which the cylindrical portion 15a of the inner ring 15 is extrapolated, a large diameter portion 22b integrally formed substantially at the center of the shaft portion 22a, and an output side end of the shaft portion 22a It consists of a pinion gear portion 22d coaxially formed in the portion, and the rotational torque from the lever side clutch portion 11 is output.
　出力軸２２のピニオンギヤ部２２ｄは、シートリフタ部３９（図４参照）と連結される。出力軸２２の軸部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 pinion gear portion 22d of the output shaft 22 is connected to the seat lifter portion 39 (see FIG. 4). The components of the lever side clutch unit 11 are prevented from coming off by press-fitting the washer 31 to the input side end of the shaft portion 22 a of the output shaft 22 via the wave washer 30.
　出力軸２２の大径部２２ｂの外周には、複数の平坦なカム面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との間に楔すきま２６が形成されている。 A plurality of flat cam surfaces 22 e are formed at equal intervals in the circumferential direction on the outer periphery of the large diameter portion 22 b of the output shaft 22. Between the cam surface 22e of the large diameter portion 22b and the cylindrical inner peripheral surface 23a of the outer ring 23, a wedging gap 26 is formed.
　この楔すきま２６に、二つの円筒ころ２７とその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。円筒ころ２７は、楔すきま２６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から入力される回転トルクの伝達とを制御する。板ばね２８は、円筒ころ２７同士に円周方向への離反力を付勢する。 Two cylindrical rollers 27 and one plate spring 28 interposed therebetween are disposed in the wedging gap 26 respectively. The cylindrical roller 27 controls the blocking of the rotational torque reversely input from the output shaft 22 and the transmission of the rotational torque input from the inner ring 15 by engagement and disengagement at the weir clearance 26. The leaf spring 28 biases the cylindrical rollers 27 against each other in the circumferential direction.
　円筒ころ２７および板ばね２８は、外輪１４から入力される回転トルクを出力軸２２に伝達する機能を持つ内輪１５の柱部１５ｃにより円周方向等間隔に配設されている。つまり、内輪１５の柱部１５ｃは、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機能を持つ。 The cylindrical rollers 27 and the plate springs 28 are disposed at equal intervals in the circumferential direction by the column portions 15 c of the inner ring 15 having a function of transmitting the rotational torque input from the outer ring 14 to the output shaft 22. That is, the column portion 15c of the inner ring 15 has a function of accommodating the cylindrical roller 27 and the plate spring 28 in the pocket 15f and maintaining the same in the circumferential direction.
　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 22 b of the output shaft 22 is provided with a projection 22 f for transmitting the rotational torque from the inner ring 15 to the output shaft 22. The projection 22 f is inserted and arranged in a hole 15 e formed in the enlarged diameter portion 15 b of the inner ring 15 with a clearance in the circumferential direction.
　外輪２３、カバー２４および側板２５は、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（図示せず）とに、側板２５の外周縁部に形成された爪部２５ａを嵌合させて加締めることにより一体化されている。 The outer ring 23, the cover 24, and the side plate 25 are provided in the notch recess 23b formed on the outer peripheral edge of the outer ring 23, and the notch recess (not shown) formed on the outer peripheral edge of the cover 24. The claws 25a formed on the outer peripheral edge are integrated and integrated by fitting and caulking.
　摩擦リング２９は、例えば樹脂製の部材であり、側板２５に固着されている。この摩擦リング２９は、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に嵌め合い代をもって圧入されている。 The friction ring 29 is a member made of resin, for example, and is fixed to the side plate 25. The friction ring 29 is press-fitted to the inner peripheral surface 22g of the annular recess 22c formed in the large diameter portion 22b of the output shaft 22 with a fitting margin.
　摩擦リング２９の外周面２９ｂ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、側板２５に取り付けられた摩擦リング２９に対して摺動する出力軸２２に回転抵抗（摺動トルク）が付与される。 An output shaft that slides on the friction ring 29 attached to the side plate 25 when the lever is operated by the frictional force generated between the outer peripheral surface 29b of the friction ring 29 and the inner peripheral surface 22g of the annular recess 22c of the output shaft 22. A rotational resistance (sliding torque) is applied to the reference numeral 22.
　以上のような構造を具備す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。 The operation example of the lever side clutch part 11 and the brake side clutch part 12 which comprise the above structures is demonstrated 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 the lever operation, the cylindrical roller 16 engages with the gap clearance 20 between the outer ring 14 and the inner ring 15. Due to the engagement of the cylindrical roller 16 at the wedging gap 20, a rotational torque is transmitted to the inner ring 15, and the inner ring 15 is rotated. At this time, elastic force is accumulated in both centering springs 18 and 19 as the outer ring 14 and the cage 17 rotate.
　レバー操作による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、操作レバー４３のポンピング動作による外輪１４の回転繰り返しで、内輪１５は寸動回転する。 When the input of the rotational torque by the lever operation is lost, the retainer 17 and the outer ring 14 return to the neutral state by the elastic force of both 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 is rotated in an inching manner as the outer ring 14 is repeatedly rotated by the pumping operation of the operation lever 43.
　ブレーキ側クラッチ部１２では、座席シート４０（図４参照）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間の楔すきま２６に係合して出力軸２２が外輪２３に対してロックされる。 In the brake-side clutch unit 12, even if rotational torque is reversely input to the output shaft 22 by being seated on the seat 40 (see FIG. 4), the cylindrical roller 27 engages with the gap 26 between the output shaft 22 and the outer ring 23 The output shaft 22 is locked to the outer ring 23.
　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への還流が遮断される。これにより、座席シート４０の座面高さは保持される。 In this manner, the rotational torque reversely input from the output shaft 22 is locked by the brake clutch 12 and the return to the lever clutch 11 is interrupted. Thus, the seat height of the seat 40 is maintained.
　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内輪１５に入力されると、内輪１５の柱部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。 On the other hand, when the rotational torque from the lever side clutch portion 11 is input to the inner ring 15 by the lever operation, the column portion 15c of the inner ring 15 contacts the cylindrical roller 27 and resists the elastic force of the plate spring 28. Press.
　これにより、円筒ころ２７が楔すきま２６から離脱する。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て出力軸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、摩擦リング２９により出力軸２２に回転抵抗が付与される。 Thereby, the cylindrical roller 27 separates from the weir clearance 26. With the release of the cylindrical roller 27 from the wedging gap 26, the locked state of the output shaft 22 is released and the output shaft 22 becomes rotatable. When the locked state of the output shaft 22 is released, the friction ring 29 applies a rotational resistance to the output shaft 22.
　内輪１５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。 When the inner ring 15 is further rotated, 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 is formed on the projection 22f of the output shaft 22 Contact in the direction of rotation.
　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、内輪１５が寸動回転すると、出力軸２２も寸動回転する。これにより、座席シート４０の座面高さが調整可能となる。 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 inner ring 15 is inchingly rotated, the output shaft 22 is also inchingly rotated. Thereby, the seating height of the seat 40 can be adjusted.
　以上で説明したクラッチユニット１０は、レバー操作により座席シート４０の座面高さを調整する自動車用シートリフタ部３９に組み込まれて使用される。図４は自動車の乗員室に装備される座席シート４０を示す。 The clutch unit 10 described above is used by being incorporated into a car seat lifter unit 39 that adjusts the seat surface height of the seat 40 by lever operation. FIG. 4 shows a seat 40 mounted in the passenger compartment of a motor vehicle.
　図４に示すように、シートリフタ部３９における座席シート４０の座面高さは、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により調整される。シートリフタ部３９は、以下の構造を具備する。 As shown in FIG. 4, the seating surface height of the seat 40 in the seat lifter 39 is adjusted by the operation lever 43 attached to the side plate 13 (see FIG. 1) of the lever side clutch 11 in the clutch unit 10. The seat lifter unit 39 has the following structure.
　スライド可動部材４４にリンク部材４５，４６の一端がそれぞれ回動自在に枢着されている。リンク部材４５，４６の他端はそれぞれ座席シート４０に回動自在に枢着されている。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のピニオンギヤ部２２ｄと噛合している。 One end of each of the link members 45 and 46 is pivotably connected to the slide movable member 44. The other ends of the link members 45 and 46 are pivotably attached to the seat 40 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 portion 22 d of the output shaft 22 of the clutch unit 10.
　このシートリフタ部３９において、例えば、座席シート４０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。 In the seat lifter portion 39, for example, when lowering the seat surface of the seat 40, the lever operation by the lever side clutch portion 11, that is, by swinging the operation lever 43 downward, the brake side clutch portion 12 ( Release the lock state (see Figure 1).
　このブレーキ側クラッチ部１２でのロック解除時、摩擦リング２９（図１参照）により出力軸２２に適正な回転抵抗（摺動トルク）を付与することで、座席シート４０の座面をスムーズに低くすることができる。 At the time of unlocking at the brake side clutch portion 12, an appropriate rotational resistance (sliding torque) is applied to the output shaft 22 by the friction ring 29 (see FIG. 1) to smoothly lower the seat surface of the seat 40. can do.
　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のピニオンギヤ部２２ｄが時計方向（図４の矢印方向）に回動する。 The pinion gear portion 22d of the output shaft 22 of the brake clutch portion 12 rotates clockwise (FIG. 4) by the rotational torque transmitted from the lever clutch portion 11 to the brake clutch portion 12 when the brake clutch portion 12 is unlocked. In the direction of the arrow).
　シートリフタ部３９では、ピニオンギヤ部２２ｄと噛合するセクターギヤ４７が反時計方向（図４の矢印方向）に揺動し、リンク部材４５とリンク部材４６が共に傾倒して座席シート４０の座面が低くなる。 In the seat lifter portion 39, the sector gear 47 meshing with the pinion gear portion 22d pivots counterclockwise (in the direction of the arrow in FIG. 4), and the link member 45 and the link member 46 both tilt to lower the seat surface of the seat 40 Become.
　このようにして、座席シート４０の座面高さを調整した後、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。 Thus, after adjusting the seat surface height of the seat 40, when the operating lever 43 is released, the operating lever 43 is swung upward by the elastic force of both centering springs 18 and 19 to return to the original position (neutral State).
　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座席シート４０の座面が高くなる。座席シート４０の座面高さを調整した後に操作レバー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。 When the control lever 43 is pivoted upward, the seat surface of the seat 40 is raised in the reverse operation to that described above. When the control lever 43 is released after adjusting the seat height of the seat 40, the control lever 43 pivots downward and returns to the original position (neutral state).
　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 its characteristic configuration will be described in detail below.
　ブレーキ側クラッチ部１２での出力軸２２のロック時、座席シート４０（図４参照）への着座状態で、悪路などでの車両走行時に上下振動が発生すると、正方向の回転トルクと逆方向の回転トルクが交互に連続した状態で出力軸２２に逆入力されることになる。 When the vehicle is traveling on a bad road or the like while the output shaft 22 is locked in the brake side clutch unit 12 and sitting on the seat 40 (see FIG. 4), the rotational torque in the forward direction is reversed Is alternately input to the output shaft 22 in a state in which the rotational torques of the two are alternately continued.
　この実施形態のクラッチユニット１０は、前述したような正逆方向の回転トルクが連続して出力軸２２に逆入力されても、出力軸２２を確実にロックするため、以下の構造を具備する。 The clutch unit 10 of this embodiment has the following structure in order to reliably lock the output shaft 22 even if the rotational torque in the forward and reverse directions as described above is continuously reversely input to the output shaft 22.
　ブレーキ側クラッチ部１２は、図１および図５に示すように、回転トルクの遮断時に出力軸２２と噛合し、回転トルクの伝達時に出力軸２２との噛合状態が解除されるギヤ部材であるスライドギヤ３２を外輪２３に付設した構造を具備する。スライドギヤ３２は、出力軸２２に対して軸方向移動可能に配置されている。 As shown in FIGS. 1 and 5, the brake-side clutch portion 12 is a gear member that meshes with the output shaft 22 at the time of blocking the rotational torque, and is disengaged from the output shaft 22 at the time of transmitting the rotational torque. A structure in which the gear 32 is attached to the outer ring 23 is provided. The slide gear 32 is arranged to be movable in the axial direction with respect to the output shaft 22.
　このスライドギヤ３２は、内周に歯部３２ａ（以下、内歯と称す）が形成されたリング状本体３２ｂと、そのリング状本体３２ｂの外周の円周方向複数箇所（図５では３箇所）に等間隔で径方向外側へ延設されたフランジ部３２ｃと、そのフランジ部３２ｃから軸方向に延びる鍔部３２ｄとで構成されている。 The slide gear 32 has a ring-shaped main body 32b having teeth portions 32a (hereinafter referred to as internal teeth) formed on the inner periphery thereof, and a plurality of circumferential positions (3 points in FIG. 5) on the outer periphery of the ring-shaped main body 32b. The flange portion 32c extends radially outward at equal intervals, and the flange portion 32d axially extends from the flange portion 32c.
　このスライドギヤ３２の内歯３２ａは、その歯数が６０～１００個に設定されている。つまり、スライドギヤ３２の内歯３２ａは、図６に示すように、１歯当たりの中心角θが３．６°以上６°以下に設定されていることになる。表１は歯数と１歯当たりの中心角との対応関係を示す。
Figure JPOXMLDOC01-appb-T000001
 The number of teeth of the internal teeth 32a of the slide gear 32 is set to 60 to 100. That is, as shown in FIG. 6, the central angle θ per tooth of the internal teeth 32a of the slide gear 32 is set to 3.6 ° or more and 6 ° or less. Table 1 shows the correspondence between the number of teeth and the central angle per tooth.
Figure JPOXMLDOC01-appb-T000001
　このように、スライドギヤ３２の内歯３２ａについて、歯数の数値範囲（１歯当たりの中心角θの角度範囲）を規定することにより、回転トルクの遮断時に出力軸２２と噛合し、回転トルクの伝達時に出力軸２２との噛合状態を解除する上で、良好な作動性を確保することができる。また、適切な座面位置の調整代を確保することができる。 Thus, by defining the numerical range of the number of teeth (the angular range of the central angle θ per tooth) for the internal teeth 32a of the slide gear 32, it meshes with the output shaft 22 at the time of blocking the rotational torque, and the rotational torque In releasing the meshing state with the output shaft 22 at the time of transmission, good operability can be ensured. In addition, it is possible to secure an appropriate seat surface adjustment allowance.
　また、スライドギヤ３２の内歯３２ａは、モジュールが０．４～０．８に設定されている。ここで、モジュールとは、ピッチ円直径を歯数で除算したものである。表２は歯数とモジュールとの関係を示す。
Figure JPOXMLDOC01-appb-T000002
 The module is set to 0.4 to 0.8 for the internal teeth 32a of the slide gear 32. Here, the module is the pitch circle diameter divided by the number of teeth. Table 2 shows the relationship between the number of teeth and the module.
Figure JPOXMLDOC01-appb-T000002
　このように、スライドギヤ３２の内歯３２ａについて、モジュールの数値範囲を規定することにより、内歯３２ａにおける歯厚を容易に確保することができ、良好な作動性を確保できると共に十分な強度の内歯３２ａを実現することができる。また、前述のようにモジュールの数値範囲を規定することで、大容量のトルク負荷が可能となり、円筒ころの数を削減することができる。 Thus, by defining the numerical range of the module for the internal teeth 32a of the slide gear 32, it is possible to easily secure the tooth thickness of the internal teeth 32a, and to ensure good operability and sufficient strength. The internal teeth 32a can be realized. Further, by defining the numerical range of the module as described above, a large torque load can be achieved, and the number of cylindrical rollers can be reduced.
　表２の結果から、スライドギヤ３２の内歯３２ａについて、歯数が６０個でモジュールが０．６，０．８、歯数が７０個でモジュールが０．５，０．６、歯数が８０個でモジュールが０．５，０．６、歯数が９０個でモジュールが０．４，０．５、歯数が１００個でモジュールが０．４のものが有効であることが判明した。 From the results in Table 2, for the internal teeth 32a of the slide gear 32, the number of teeth is 60, the module is 0.6, 0.8, the number of teeth is 70, the module is 0.5, 0.6, the number of teeth It was found that 80 modules with 0.5, 0.6, 90 teeth, 0.4, 0.5 with module, 100 teeth with 0.4 with 0.4 module are effective. .
　特に、スライドギヤ３２の内歯３２ａについて、１歯当たりの中心角θを約５°、歯数を７０、モジュールを０．５とすることが最適である。 In particular, for the internal teeth 32a of the slide gear 32, it is optimum to set the central angle θ per tooth to about 5 °, the number of teeth to 70, and the module to 0.5.
　内歯３２ａのモジュールが大きくなり過ぎると、１歯当たりの歯厚が大きくなって、出力軸２２との噛合が困難となって作動性の悪化を招き、座席シート４０の座面高さを段階的に調整することになって乗り心地の悪化を招くことになる。 If the module of the internal teeth 32a becomes too large, the tooth thickness per tooth becomes large, and meshing with the output shaft 22 becomes difficult, resulting in deterioration of operability, and the seating surface height of the seat 40 is stepped. Adjustment will lead to deterioration of the ride quality.
　逆に、内歯３２ａのモジュールが小さくなり過ぎると、座席シート４０に負荷される搭乗者の体重を保持するだけの強度を確保することが困難となって内歯３２ａの破損を招くおそれがある。また、歯たけが小さくなるため、微小な振動で出力軸２２との噛合が外れてしまうおそれがある。 On the contrary, if the module of the internal teeth 32a becomes too small, it is difficult to ensure the strength to hold the weight of the passenger loaded on the seat 40, which may cause breakage of the internal teeth 32a. . In addition, since the gear teeth become small, there is a possibility that the meshing with the output shaft 22 may be disengaged by minute vibration.
　以上で説明したスライドギヤ３２に対して、図１および図５に示すように、出力軸２２の大径部２２ｂの外周で、カム面２２ｅが形成された部位よりも軸方向外側に位置する部位に、スライドギヤ３２の内歯３２ａと対応させた歯部２２ｈ（以下、外歯と称す）が形成されている。 With respect to the slide gear 32 described above, as shown in FIGS. 1 and 5, a portion located on the outer periphery of the large diameter portion 22b of the output shaft 22 axially outside the portion where the cam surface 22e is formed. A tooth portion 22 h (hereinafter referred to as an external tooth) corresponding to the internal tooth 32 a of the slide gear 32 is formed.
　また、外輪２３の端面に、スライドギヤ３２のフランジ部３２ｃと対応させた凹部２３ｃが形成されている。さらに、外輪２３の外周面に、スライドギヤ３２の鍔部３２ｄと対応させた凹部２３ｄが形成されている。 Further, on the end face of the outer ring 23, a recess 23c corresponding to the flange portion 32c of the slide gear 32 is formed. Furthermore, on the outer peripheral surface of the outer ring 23, a recess 23d corresponding to the flange portion 32d of the slide gear 32 is formed.
　スライドギヤ３２は、フランジ部３２ｃを外輪２３の端面の凹部２３ｃに収容すると共に、鍔部３２ｄを外輪２３の外周面の凹部２３ｄに嵌合させることにより、外輪２３に組み付けられる。 The slide gear 32 is assembled to the outer ring 23 by housing the flange portion 32 c in the recess 23 c of the end face of the outer ring 23 and fitting the flange portion 32 d into the recess 23 d of the outer peripheral surface of the outer ring 23.
　スライドギヤ３２のフランジ部３２ｃを外輪２３の凹部２３ｃに収容することにより、外輪２３に対するスライドギヤ３２の軸方向移動を許容する。また、スライドギヤ３２の鍔部３２ｄを外輪２３の凹部２３ｄに嵌合させることにより、外輪２３に対するスライドギヤ３２の周方向移動（回転）を規制する。 By accommodating the flange portion 32 c of the slide gear 32 in the recess 23 c of the outer ring 23, axial movement of the slide gear 32 with respect to the outer ring 23 is permitted. Further, by fitting the flange 32 d of the slide gear 32 into the recess 23 d of the outer ring 23, the circumferential movement (rotation) of the slide gear 32 with respect to the outer ring 23 is restricted.
　一方、スライドギヤ３２を軸方向に移動させて出力軸２２との噛合および噛合状態の解除を制御するカム機構３３を、スライドギヤ３２とレバー側クラッチ部１１の外輪１４との間に介在させている。 On the other hand, a cam mechanism 33 for moving the slide gear 32 in the axial direction to control engagement and disengagement with the output shaft 22 is interposed between the slide gear 32 and the outer ring 14 of the lever side clutch portion 11. There is.
　このカム機構３３は、図７および図８に示すように、スライドギヤ３２の鍔部３２ｄの端面に形成されたＶ字状のカム溝３２ｅと、レバー側クラッチ部１１の外輪１４の外周から軸方向に延びる凸部１４ｃとで構成されている。カム機構３３では、外輪１４の凸部１４ｃの先端曲成部をスライドギヤ３２のカム溝３２ｅのカム面に当接させている。 As shown in FIGS. 7 and 8, the cam mechanism 33 has a V-shaped cam groove 32 e formed on the end face of the flange portion 32 d of the slide gear 32 and an outer periphery of the outer ring 14 of the lever side clutch portion 11. It is comprised by the convex part 14c extended to direction. In the cam mechanism 33, the tip bent portion of the convex portion 14 c of the outer ring 14 is in contact with the cam surface of the cam groove 32 e of the slide gear 32.
　また、図１および図５に示すように、ブレーキ側クラッチ部１２の側板２５とスライドギヤ３２との間に、スライドギヤ３２を出力軸２２と噛合する方向に弾性的に付勢する弾性部材３４を介在させている。 Further, as shown in FIG. 1 and FIG. 5, an elastic member 34 elastically urging the slide gear 32 in the direction of meshing with the output shaft 22 between the side plate 25 of the brake clutch 12 and the slide gear 32. Intervenes.
　この弾性部材３４としては、例えば、図示のようなリング状の波ばねなどが好適である。弾性部材３４の弾性力によりスライドギヤ３２を外輪２３に押圧することで、スライドギヤ３２の内歯３２ａと出力軸２２の外歯２２ｈとを噛合させるようにしている。 As the elastic member 34, for example, a ring-shaped wave spring as shown in FIG. By pressing the slide gear 32 against the outer ring 23 by the elastic force of the elastic member 34, the internal teeth 32a of the slide gear 32 and the external teeth 22h of the output shaft 22 are engaged with each other.
　この実施形態のクラッチユニット１０において、レバー側クラッチ部１１の外輪１４から回転トルクが入力されていない状態では、外側センタリングばね１９により外輪１４が中立状態に維持されている。 In the clutch unit 10 according to this embodiment, the outer ring 14 is maintained in the neutral state by the outer centering spring 19 in the state where the rotational torque is not input from the outer ring 14 of the lever side clutch portion 11.
　この時、ブレーキ側クラッチ部１２のカム機構３３では、レバー側クラッチ部１１の外輪１４の凸部１４ｃとスライドギヤ３２のカム溝３２ｅとが中立位置にある（図７および図８参照）。 At this time, in the cam mechanism 33 of the brake clutch portion 12, the convex portion 14c of the outer ring 14 of the lever clutch portion 11 and the cam groove 32e of the slide gear 32 are at neutral positions (see FIGS. 7 and 8).
　そのため、スライドギヤ３２が弾性部材３４の弾性力により軸方向に押圧され、スライドギヤ３２の内歯３２ａと出力軸２２の外歯２２ｈとが噛合する（図１参照）。これにより、出力軸２２がロック状態となる。 Therefore, the slide gear 32 is axially pressed by the elastic force of the elastic member 34, and the internal teeth 32a of the slide gear 32 mesh with the external teeth 22h of the output shaft 22 (see FIG. 1). As a result, the output shaft 22 is locked.
　この出力軸２２のロック状態において、座席シート４０（図４参照）への着座状態で、悪路などでの車両走行時に発生した上下振動により、正方向の回転トルクと逆方向の回転トルクが交互に連続した状態で出力軸２２に逆入力されても、スライドギヤ３２の内歯３２ａが出力軸２２の外歯２２ｈと噛合しているので、その出力軸２２を確実にロックすることができる。 In the locked state of the output shaft 22, in the seating state on the seat 40 (see FIG. 4), the rotational torque in the forward direction alternates with the rotational torque in the reverse direction due to vertical vibration generated when the vehicle travels on a bad road or the like. Since the internal teeth 32a of the slide gear 32 mesh with the external teeth 22h of the output shaft 22 even when reverse input to the output shaft 22 in a continuous state, the output shaft 22 can be reliably locked.
　これにより、外輪２３と出力軸２２との間で円筒ころ２７の接触位置が微妙にずれたり、回転トルクが負荷される出力軸２２、外輪２３、円筒ころ２７に弾性変形のヒステリシスが存在したりしても、スライドギヤ３２の内歯３２ａと出力軸２２の外歯２２ｈとの噛み合いにより、出力軸２２が徐々に回転することを回避できる。その結果、座席シート４０が微小に下がる現象の発生を防止することができる。 Thereby, the contact position of the cylindrical roller 27 is slightly shifted between the outer ring 23 and the output shaft 22, or hysteresis of elastic deformation exists in the output shaft 22, the outer ring 23, and the cylindrical roller 27 on which the rotational torque is loaded However, the meshing between the internal teeth 32a of the slide gear 32 and the external teeth 22h of the output shaft 22 can prevent the output shaft 22 from rotating gradually. As a result, it is possible to prevent the occurrence of a phenomenon in which the seat 40 slightly drops.
　また、スライドギヤ３２の内歯３２ａと出力軸２２の外歯２２ｈとの噛み合いにより、ブレーキ側クラッチ部１２に対して大容量のトルク負荷が可能となる。一方、ブレーキ側クラッチ部１２を構成する複数対の円筒ころ２７の数を低減することもでき、クラッチユニット１０の軽量化およびコスト低減が図れる。 Further, the meshing of the internal teeth 32 a of the slide gear 32 and the external teeth 22 h of the output shaft 22 enables a large capacity torque load on the brake clutch portion 12. On the other hand, the number of pairs of cylindrical rollers 27 constituting the brake-side clutch unit 12 can be reduced, and the weight and cost of the clutch unit 10 can be reduced.
　この実施形態では、複数対の円筒ころ２７を６対としているが、これに限らず、例えば、表２に記載のとおり、歯数が７０でモジュールが０．５の場合に５対、歯数が６０でモジュールが０．６の場合に４対、歯数が７０でモジュールが０．６の場合に３対といったように円筒ころ２７の数を低減しても十分な強度を確保することができる。 In this embodiment, six pairs of cylindrical rollers 27 are used, but the present invention is not limited thereto. For example, as described in Table 2, when the number of teeth is 70 and the module is 0.5, the number of teeth is five, Sufficient strength can be ensured even if the number of cylindrical rollers 27 is reduced, such as 4 pairs for 60 modules and 0.6 for 70 pairs of teeth with 70 teeth and 0.6 modules. it can.
　この実施形態では、ブレーキ側クラッチ部１２の側板２５とスライドギヤ３２との間に、スライドギヤ３２を出力軸２２と噛合する方向に弾性的に付勢する弾性部材３４を介在させた構造を採用している。 In this embodiment, an elastic member 34 is interposed between the side plate 25 of the brake clutch 12 and the slide gear 32 to elastically bias the slide gear 32 in the direction of meshing with the output shaft 22. doing.
　これにより、弾性部材３４の弾性力によりスライドギヤ３２を外輪２３に押圧することで、スライドギヤ３２の内歯３２ａと出力軸２２の外歯２２ｈとの噛合状態を安定させることができる。 Thus, by pressing the slide gear 32 against the outer ring 23 by the elastic force of the elastic member 34, the meshing state between the internal teeth 32a of the slide gear 32 and the external teeth 22h of the output shaft 22 can be stabilized.
　一方、レバー側クラッチ部１１の外輪１４から回転トルクが入力されると、ブレーキ側クラッチ部１２のカム機構３３では、外輪１４の凸部１４ｃとスライドギヤ３２の鍔部３２ｄのカム溝３２ｅとが位相ずれする。 On the other hand, when rotational torque is input from the outer ring 14 of the lever side clutch portion 11, in the cam mechanism 33 of the brake side clutch portion 12, the convex portion 14c of the outer ring 14 and the cam groove 32e of the flange portion 32d of the slide gear 32 Out of phase.
　この凸部１４ｃとカム溝３２ｅとの位相ずれにより、図９に示すように、スライドギヤ３２が弾性部材３４の弾性力に抗して側板２５に近接するように軸方向に移動する（図中白抜き矢印参照）。 Due to the phase shift between the convex portion 14c and the cam groove 32e, as shown in FIG. 9, the slide gear 32 axially moves so as to approach the side plate 25 against the elastic force of the elastic member 34 (in FIG. See white arrow).
　このスライドギヤ３２の軸方向移動により、出力軸２２の外歯２２ｈからスライドギヤ３２の内歯３２ａが離脱し、スライドギヤ３２の内歯３２ａと出力軸２２の外歯２２ｈとの噛合状態が解除される。これにより、出力軸２２は外輪２３に対して回転可能な状態となる。 The axial movement of the slide gear 32 separates the internal teeth 32a of the slide gear 32 from the external teeth 22h of the output shaft 22, and the engagement between the internal teeth 32a of the slide gear 32 and the external teeth 22h of the output shaft 22 is released. Be done. As a result, the output shaft 22 becomes rotatable with respect to the outer ring 23.
　なお、スライドギヤ３２の内歯３２ａが出力軸２２の外歯２２ｈから完全に離脱して出力軸２２が回転可能な状態となるまで、ブレーキ側クラッチ部１２では、円筒ころ２７の係合が内輪１５により解除されないようにする必要がある。 In the brake clutch portion 12, the engagement of the cylindrical roller 27 is the inner ring until the internal teeth 32a of the slide gear 32 completely separate from the external teeth 22h of the output shaft 22 and the output shaft 22 becomes rotatable. It is necessary to prevent release by 15.
　この実施形態では、スライドギヤ３２を軸方向に移動させて出力軸２２との噛合および噛合状態の解除を制御するカム機構３３を、スライドギヤ３２と外輪１４との間に介在させた構造を採用していることから、スライドギヤ３２と出力軸２２との噛合および噛合状態の解除を容易に行うことができる。 In this embodiment, a structure in which a cam mechanism 33 for moving the slide gear 32 in the axial direction to control the engagement with the output shaft 22 and the release of the engagement state is interposed between the slide gear 32 and the outer ring 14 is adopted. Thus, the meshing of the slide gear 32 and the output shaft 22 and the release of the meshing state can be easily performed.
　また、スライドギヤ３２の内歯３２ａが出力軸２２の外歯２２ｈから離脱した直後、ブレーキ側クラッチ部１２では、円筒ころ２７が外輪２３と出力軸２２間の楔すきま２６に係合した状態にある。そのため、この時点で出力軸２２に回転トルクが逆入力されても、出力軸２２が確実にロックされている。 Further, immediately after the internal gear teeth 32 a of the slide gear 32 are disengaged from the external gear teeth 22 h of the output shaft 22, in the brake clutch portion 12, the cylindrical roller 27 is engaged with the gap 26 between the outer ring 23 and the output shaft 22. is there. Therefore, even if the rotational torque is reversely input to the output shaft 22 at this time, the output shaft 22 is reliably locked.
　その後、スライドギヤ３２の軸方向移動によりスライドギヤ３２の内歯３２ａが出力軸２２の外歯２２ｈから完全に離脱した時点で、円筒ころ２７が外輪２３と出力軸２２間の楔すきま２６から離脱するので、レバー操作時にスライドギヤ３２と出力軸２２間で歯打ち音などの異音が発生することはない。 Thereafter, when the internal teeth 32a of the slide gear 32 completely separate from the external teeth 22h of the output shaft 22 due to the axial movement of the slide gear 32, the cylindrical rollers 27 separate from the gap 26 between the outer ring 23 and the output shaft 22 Therefore, noise such as rattling noise does not occur between the slide gear 32 and the output shaft 22 when the lever is operated.
　以上のことから、ブレーキ側クラッチ部１２では、スライドギヤ３２の内歯３２ａと出力軸２２の外歯２２ｈとが噛み合う構造だけでなく、円筒ころ２７が外輪２３と出力軸２２間の楔すきま２６で係合する構造も必要となる。 From the above, in the brake clutch portion 12, not only the structure in which the inner teeth 32 a of the slide gear 32 and the outer teeth 22 h of the output shaft 22 mesh, but the cylindrical roller 27 has a gap 26 between the outer ring 23 and the output shaft 22. It also requires a structure to engage with the
　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 embodiment described above, and it goes without saying that the present invention can be practiced in various forms without departing from the scope of the present invention, and the scope of the present invention is defined by And the meaning of equivalents described in the claims, and all changes within the range.

Claims (3)

  1. 　入力される回転トルクの伝達および遮断を制御する入力側クラッチ部と、前記入力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出力側クラッチ部とからなり、
    　前記出力側クラッチ部は、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を備え、回転トルクの遮断時に出力部材と噛合し、かつ、回転トルクの伝達時に出力部材との噛合状態が解除されるギヤ部材を前記静止部材に付設し、前記ギヤ部材は、モジュールが０．４～０．８で、歯数が６０～１００個に規定された歯部を有することを特徴とするクラッチユニット。     An input-side clutch unit for controlling transmission and interruption of the input rotational torque, and an output-side clutch for transmitting the rotational torque from the input-side clutch unit to the output side and interrupting the rotational torque reversely input from the output side It consists of a department,
    The output-side clutch unit includes a stationary member whose rotation is constrained, and an output member whose rotational output is output. The output-side clutch unit meshes with the output member when the rotational torque is interrupted, and meshes with the output member when the rotational torque is transmitted. A gear member to be released from the state is attached to the stationary member, and the gear member has a toothed part having a module of 0.4 to 0.8 and a number of teeth of 60 to 100. Clutch unit.
  2. 　前記出力側クラッチ部は、静止部材と出力部材との間での係合および離脱により、出力部材から逆入力される回転トルクの遮断と入力側クラッチ部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係合子を備えている請求項１に記載のクラッチユニット。 The said output side clutch part controls interruption | blocking of the rotational torque reversely input from an output member, and transmission of the rotational torque input from an input side clutch part by engagement and detachment | leave between a stationary member and an output member The clutch unit according to claim 1, comprising a plurality of pairs of engaging elements.
  3. 　前記入力側クラッチ部と前記出力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又は２に記載のクラッチユニット。 The clutch unit according to claim 1, wherein the input-side clutch portion and the output-side clutch portion are incorporated in a seat lifter portion for a vehicle.
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JP2013224692A (en) * 2012-04-20 2013-10-31 Ntn Corp Clutch unit
WO2017150401A1 (en) * 2016-03-01 2017-09-08 Ntn株式会社 Clutch unit

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JP2001520605A (en) * 1998-02-10 2001-10-30 シュヴァルツビッヒ，イェルク Seat adjuster
US8496098B1 (en) * 2008-12-23 2013-07-30 Crh North America, Inc. Manual seat height adjuster mechanism
JP2013224692A (en) * 2012-04-20 2013-10-31 Ntn Corp Clutch unit
WO2017150401A1 (en) * 2016-03-01 2017-09-08 Ntn株式会社 Clutch unit

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