WO2014050463A1 - Clutch device - Google Patents

Clutch device Download PDF

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Publication number
WO2014050463A1
WO2014050463A1 PCT/JP2013/073735 JP2013073735W WO2014050463A1 WO 2014050463 A1 WO2014050463 A1 WO 2014050463A1 JP 2013073735 W JP2013073735 W JP 2013073735W WO 2014050463 A1 WO2014050463 A1 WO 2014050463A1
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WO
WIPO (PCT)
Prior art keywords
clutch
piston
tapered surface
pressure
sub
Prior art date
Application number
PCT/JP2013/073735
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French (fr)
Japanese (ja)
Inventor
裕介 中野
小林　克也
Original Assignee
ジヤトコ株式会社
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Filing date
Publication date
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Publication of WO2014050463A1 publication Critical patent/WO2014050463A1/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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae

Definitions

  • the present invention is used in a transmission for an automobile, etc., and by pressing friction plates engaged with each other between two members which can rotate relative to each other, fastening of a clutch, and pressing to the friction plate
  • the present invention relates to a clutch device that selectively releases a clutch by eliminating pressure by supplying and discharging hydraulic pressure.
  • Such a clutch device is well known and, for example, the one described in Patent Document 1 is known.
  • This clutch device comprises a friction plate spline-fitted to the inner circumferential surface of the clutch drum, a friction plate spline-fitted to the outer circumferential surface of the clutch hub disposed inside the clutch drum, and a hydraulically actuated clutch
  • the piston is provided with a clutch and a return spring that pushes the piston back to the clutch release position.
  • To engage the clutch supply clutch engagement pressure oil to move the clutch and piston in this axial direction against the elastic force of the return spring, and press the friction plates to push the clutch drum and clutch.
  • the clutch is engaged so that torque can be transmitted to and from the hub.
  • the clutch engaging pressure oil is discharged, the clutch and piston are pushed back by the return spring, and the above-mentioned torque is not transmitted by releasing the pressing force on the friction plate.
  • the conventional clutch device has the following problems. That is, in the conventional clutch device, it is necessary to continuously apply high clutch engagement hydraulic pressure to the clutch and piston in order to secure the necessary pressing force on the friction plate while overcoming the return force of the return spring while the clutch is engaged. In addition, it can not be avoided that the oil pump is loaded and the fuel efficiency is deteriorated. Further, in the clutch device, during the fastening of the clutch, a seal ring provided at a portion for delivering oil between the members rotating relative to each other prevents oil leakage from the passage for the clutch fastening oil by the seal ring. However, while the clutch is engaged, a high pressure clutch engagement pressure acts on the seal ring to rotate the seal ring while pressing the seal ring against one of the above-mentioned relative rotation side members. ⁇ Loss occurs, and the fuel efficiency will deteriorate accordingly.
  • the present invention was made in view of the above problems, and an object of the present invention is to provide a clutch device capable of reducing energy loss generated during clutch engagement caused by the clutch engagement hydraulic pressure. It is to provide.
  • the clutch device comprises a first friction plate and one of the first and second members engaged with one of the first and second members coaxially relatively rotatable.
  • the second friction plate is engaged with the other, and the clutch and hydraulic pressure is applied to the clutch and piston from the clutch and hydraulic oil supply portion to move the clutch and piston in the clutch fastening direction, thereby forming the first friction plate and the second
  • the friction plates are pressed against each other so that torque can be transmitted between the first member and the second member.
  • the elastic force from the elastic member is applied to the first plate and the second plate to secure the transmission torque when the clutch and the piston move in the clutch fastening direction.
  • a lock mechanism is provided for mechanically restricting the axial movement of the clutch and piston to the lock position when the transmission torque is secured by the elastic member, and the lock mechanism is adapted to the maximum elastic deformation position of the elastic member.
  • the lock position is made axially variable.
  • the clutch engagement hydraulic pressure reduction unit can reduce the clutch engagement hydraulic pressure according to the operating condition.
  • the clutch device In the clutch device according to the present invention, it is not necessary to hold the clutch hydraulic pressure while the clutch engagement is continued, and at this time it causes friction loss in the seal ring disposed between the members rotating relative to each other by the clutch engagement pressure.
  • By preventing the high pressure clutch hydraulic pressure from acting energy loss caused by the clutch hydraulic pressure can be reduced while the clutch is engaged.
  • the manufacturing position of the elastic member, the locking mechanism, and the like, and the time-dependent change such as the wear of the friction plate can be automatically absorbed as the lock position is variable. Not only the cost can be suppressed by reducing the cost, but also it is possible to automatically cope with changes over time, and it is also possible to suppress the maintenance cost.
  • FIG. 1 is a cross-sectional view of a belt type continuously variable transmission provided with a clutch device according to an embodiment of the present invention around a forward / backward switching device. It is an expanded sectional view of the lock mechanism of FIG. It is a schematic diagram showing the force relation when a forward clutch piston presses a sub piston in the clutch apparatus of embodiment.
  • FIG. 7 is a schematic view showing a force relationship when the sub piston presses the forward clutch piston in the clutch device of the first embodiment. It is a figure which shows the half clutch state which the clutch apparatus of embodiment is slipping. It is a figure which shows the state which the clutch apparatus of embodiment has fastened.
  • the clutch device of this embodiment is used to switch a forward and reverse switching device of a belt-type continuously variable transmission for a vehicle.
  • FIG. 1 depicts only the upper half of the input shaft 24.
  • the forward / reverse switching device 1 is configured by a single pinion type planetary gear set.
  • This planetary gear set includes a pinion carrier rotatably supporting a plurality of pinions 4 always meshing with the sun gear 2, the ring gear 3 disposed on the outer periphery, and the sun gear 2 and the ring gear 3. 5 and.
  • the sun gear 2 functions as an output member of the forward / backward switching device 1 by spline-engaging the inner peripheral end of the cylindrical portion projecting in the axial direction of the stationary sheave 6 of the primary pulley.
  • the side surface of the gear 2 opposite to the sheave 6 is connected to the inner peripheral portion of the forward clutch hub 15 and functions as an input member for driving force.
  • the ring gear 3 is engaged with a spline formed on the inner peripheral surface of the outer cylindrical portion 7 a of the forward clutch drum 7 and functions as an input member of the forward / reverse switching device 1.
  • the pinion carrier 5 can function as a fixing member of the forward / reverse switching device 1 with the brake drum 8 connected to the outer peripheral portion.
  • both The plurality of friction plates 10a and 10b are separately disposed and engaged with each other, and the brake piston 12 advances and retracts according to the supply and discharge of the brake pressure oil to the brake oil chamber 11.
  • a reverse brake 13 for fastening and releasing the brake drum 8 and the case side member 9A.
  • a return spring 14 is disposed between the tip of the brake piston 12 and the friction plate 10. Therefore, when the reverse brake 13 is engaged, the pinion carrier 5 is fixed to the case side and becomes stationary.
  • a forward clutch 16 is provided between the forward clutch drum 7 connected to the ring gear 3 and the forward clutch hub 15 connected to the sun gear 2.
  • the detailed structure of the forward clutch 16 will be described later.
  • the forward clutch 16 When driving force is input to the forward clutch drum 7 from an engine or the like (not shown) via the input shaft 24 as described later, the forward clutch 16 is engaged with the reverse brake 13 released. When it is in the forward / reverse switching device 1, the respective rotating elements of this planetary gear set rotate together. As a result, since the sun gear 2 is directly connected (gear ratio 1) and rotationally driven, the sheave 6 connected to the sun gear 2 also rotates at the same rotational speed and torque as the drive input. At this time, the vehicle is driven forward at a transmission gear ratio corresponding to the pulley ratio.
  • the forward clutch 16 includes a plurality of drive plates 17 that can be moved in the axial direction by being fitted with splines on the inner peripheral surface side of the forward clutch drum 7 and the forward clutch hub 15.
  • a plurality of driven plates 18 fitted in splines on the outer peripheral surface and movable in the axial direction are alternately arranged in the axial direction, and their friction surfaces are superimposed in a pressable manner.
  • One of the forward clutch drum 7 and the forward clutch hub 15 corresponds to the first member of the present invention, and the other corresponds to the second member of the present invention.
  • one of the drive plate 17 and the driven plate 18 corresponds to the first friction plate of the present invention, and the other corresponds to the second friction plate of the present invention.
  • a diaphragm spring 20 is provided between the drive plate 17 (on the left end side in FIG. 1) closest to the forward / reverse switching device 1 among the drive plates 17 and the snap ring 19 fixed to the forward clutch drum 7, A diaphragm spring 20 is provided.
  • the diaphragm spring 20 is set to be fully compressed in the present embodiment when the clutch is engaged.
  • the diaphragm spring 20 corresponds to the elastic member of the present invention.
  • the snap ring 19 is configured to be able to receive an axial load by abutting on the side end face of the ring gear 3.
  • the forward clutch piston 21 is inserted into the cylindrical space between the outer cylindrical portion 7a and the inner cylindrical portion 7b of the forward clutch drum 7 and is movable in the axial direction.
  • the outer cylindrical portion 21a of the forward clutch piston 21 can be bent radially outward to abut the drive plate 17 at the right end in FIG.
  • the tip end portion of the inner cylindrical portion 21 b is supported on the outer peripheral surface of the inner cylindrical portion 7 b of the forward clutch drum 7.
  • a seal member 28 is provided between the inner cylindrical portion 21 b and the inner cylindrical portion 7 b.
  • the forward clutch piston 21 corresponds to the clutch piston of the present invention.
  • the right portion in FIG. 1 of the inner cylindrical portion 7b of the forward clutch drum 7 is a portion of the cylindrical portion 23a of the forward support drum 23 rotatably supported by the inner boss portion 9a of the case side member 9B. It is connected to the outer peripheral end of the outer flange portion 23b which rises radially outward from the inner right end portion.
  • the case side member 9B corresponds to the stationary portion of the present invention.
  • a boss portion 23d formed on the inner end portion of the radially inward bent inner flange portion 23c is spline-fitted to the input shaft 24.
  • the cylindrical portion 23a of the forward support drum 23 is rotatably supported on the outer peripheral surface of the cylindrical boss 9a of the case side member 9B.
  • Three seal members 25a, 25b and 25c are disposed between the cylindrical portion 23a and the boss 9a.
  • a partition plate 26 is mounted on the outer peripheral surface of the left end side portion of the cylindrical portion 23a of the forward support drum 23 in FIG.
  • the partition plate 26 is restricted in movement to the left in the axial direction in FIG. 1 by the snap ring 27 at the inner peripheral end portion, and the seal member 44 attached to the outer peripheral end portion is a forward clutch piston
  • the inner circumferential surface of the outer cylindrical portion 21a of 21 is brought into contact.
  • An annular return spring 29 is provided between the partition plate 26 and the forward clutch piston 21. With this elastic force, the forward clutch piston 21 is released to the release position (position shown in FIG. 1), that is, forward.
  • the side wall 7c of the clutch drum 7 is urged and pressed so that the forward clutch piston 21 does not press the drive plate 17 and the driven plate 18 when the clutch is released.
  • a clutch engagement pressure chamber 30 is defined between the side wall 7c of the forward clutch drum 7 and the forward clutch piston 21, the space between the partition plate 26 and the forward clutch piston 21 is defined.
  • the clutch release pressure chamber 31 is defined.
  • the clutch engagement pressure chamber 30 corresponds to the clutch engagement pressure portion of the present invention.
  • a lock mechanism configured to include a part of the forward clutch piston 21 between the inner cylindrical portion 21b and the cylindrical portion 23a of the forward support drum 23. 32 are provided.
  • the lock mechanism 32 mechanically holds the engagement position of the forward clutch piston 21 and maintains the forward clutch clutch 16 in the engaged state, even if the clutch engagement pressure is reduced or not.
  • the lock mechanism 32 includes the sub-piston 33, the ball 34, the pressure spring 35, and the seal members 22, 28, 39, including the inner cylindrical portion 21b of the forward clutch piston 21 and the cylindrical portion 23a of the forward support drum 23. And is configured as described below.
  • the inner cylindrical portion 21b of the forward clutch piston 21 is directed to the side wall 7c of the forward clutch drum 7. Therefore, the first tapered surface 21c is formed to expand in diameter.
  • the inner cylindrical portion 7b of the forward clutch drum 7 supporting the inner cylindrical portion 21b of the forward clutch piston 21 is provided with a plurality of ball holding holes 36 arranged in the circumferential direction and capable of inserting the balls 34 respectively. From these, a clutch engagement pressure hole 7d for passing the clutch engagement pressure oil is formed at a position on the right side in FIG. 2 and an annular seal groove 7e for inserting the seal member 28 on the tip end opposite to these.
  • the ball holding hole 36 corresponds to the through hole of the present invention.
  • the ball 34 is always in the ball holding hole 36, and moves radially in the ball holding hole 36 according to the positions of the forward clutch piston 21 and the sub piston 33. However, regardless of the position of the sub piston 33, the ball 34 always protrudes radially inward and outward from the ball holding hole 36, and the first tapered surface 21c of the forward clutch piston 21 and the below described It is configured to be in contact with the second tapered surface 33 d of the sub piston 33.
  • the number of ball holding holes 36 into which the balls 34 are inserted may be determined by the maximum transfer torque transmittable by the forward clutch 16.
  • the sub-piston 33 is an annular member and is provided movably in the axial direction of the clutch between the inner cylindrical portion 7b of the forward clutch drum 7 and the cylindrical portion 23a of the forward support drum 23.
  • the sub-piston 33 contacts the radially inner portion of the ball 34 on the outer peripheral surface side, and forms a ball advancing / retreating inclined portion 33 b capable of moving the ball 34 along the radial direction according to the position of the sub-piston 33 It is done.
  • the ball advancing / retreating inclined portion 33 b is formed by recessing a part of the outer periphery of the sub piston 33.
  • the bottom of the ball advancing / retreating inclined portion 33b has a second tapered surface 33d whose depth becomes shallow toward the right in FIG.
  • An angle ⁇ ⁇ formed by the second tapered surface 33 d and the central axis of the sub piston 33 is set to be larger than an angle ⁇ formed by the first tapered surface 21 c of the inner cylindrical portion 21 b of the forward clutch piston 21.
  • ⁇ 25 °.
  • the seal member 22 inserted in the annular seal groove 33c in the portion on the left side in FIG. 2 from the ball advancing / retreating inclined portion 33b on the outer peripheral surface of the sub piston 33 is on the inner peripheral surface of the inner cylindrical portion 7b of the forward clutch drum 7.
  • the clutch engagement pressure chamber 30 and the clutch release pressure chamber 31 do not communicate with each other.
  • a plurality of communication grooves 33e are formed on the left end of the sub piston 33 in FIG. 2 so as to secure a communication passage even when the sub piston 33 is in contact with the partition plate 26, and the clutch release pressure
  • the clutch release pressure oil can be supplied into the chamber 31.
  • a pressing spring 35 is disposed between the right end side surface of the sub piston 33 in FIG. 2 and the outer flange 23 b of the forward support drum 23 to bias the sub piston 33 to the left in FIG. 2.
  • the second tapered surface 33d of the ball advancing / retreating inclined portion 33b serves the ball 34 of the inner cylindrical portion 7b of the forward clutch drum 7.
  • the side wall forming the ball holding hole 36 and the first tapered surface 21 c of the inner cylindrical portion 21 b of the forward clutch piston 21 are pressed.
  • the return force of the return spring 29 is strong and the forward clutch piston 21 does not move, so the ball 34 also does not move.
  • the sub-piston 33 is restricted by the position of the forward clutch piston 21 and its movement in the axial direction is restricted via the ball 33 so as not to move excessively to the left in FIG.
  • the clutch engagement pressure communication passage 40 and the clutch release pressure communication passage 41 are connected to the control and valve device 42.
  • the clutch engagement pressure and the clutch release pressure are set to optimum values, and the timing of their supply and discharge are determined. Therefore, after the lock mechanism 32 is locked by the engagement of the forward clutch 16, the function of removing the clutch engagement pressure oil of the clutch engagement pressure chamber 30 is also performed here. Therefore, the control valve device 42 corresponds to the clutch engagement hydraulic pressure reduction unit of the present invention.
  • the forward clutch piston 21 biased by the elastic force (return force) F from the fully compressed diaphragm spring 20 in the clutch engaged state is connected to the sub piston 33 via the ball 34.
  • the case of pressing in the axial direction is schematically shown.
  • the return spring 29 is provided, the load of the return spring 29 may be added to the elastic force of the diaphragm spring 20.
  • FIG. 3B shows the relationship of component forces when the first tapered surface 21 c of the forward clutch piston 21 at that time presses the ball 34. Since the angle of the first tapered surface 21c is ⁇ , the component force in the direction along the first tapered surface 21c of the return force F is Fcos ⁇ , and the component force in the direction perpendicular to the first tapered surface 21c is Fsin ⁇ .
  • FIG. 3C shows the relationship of component forces acting on the ball 34.
  • a component force of F sin ⁇ acts on the ball 34 perpendicularly from the first tapered surface 21 c. Therefore, if this is divided into an axial component force of the clutch and a radial component force, F sin 2 ⁇ is obtained respectively. , F sin ⁇ cos ⁇ .
  • FIG. 3D shows the relationship of component forces that press the second tapered surface 33 d of the sub piston 33.
  • the force acting on the second tapered surface 33d radially inward from the ball 34 is Fsin ⁇ cos ⁇ , so the component force in the direction along the second tapered surface 33d and the component force in the direction perpendicular to the second tapered surface 33d are the second By using the angle ⁇ of the tapered surface 33d, F sin ⁇ cos ⁇ sin ⁇ and F sin ⁇ cos ⁇ cos ⁇ , respectively.
  • FIG. 3E shows the relationship between the radial and axial component forces of the clutch acting on the second tapered surface 33 d of the sub piston 33.
  • the force acting in the vertical direction from the ball 34 to the second tapered surface 33 d of the sub-piston 33 is Fsin ⁇ cos ⁇ cos ⁇ , so the radial component of this force and the axial component are F sin ⁇ cos ⁇ cos 2 ⁇ and F sin ⁇ sin ⁇ cos ⁇ ⁇ ⁇ ⁇ respectively. .
  • the force by which the forward clutch piston 21 pushes the sub-piston 33 in the axial direction via the ball 34 by the return force F of the diaphragm spring 20 becomes the above-mentioned axial component force F sin ⁇ sin ⁇ cos ⁇ . Therefore, in the case of the present embodiment in which ⁇ is set to 10 ° and ⁇ to 25 °, it can be seen that the sub-piston 33 can be held with a force of about 15% of the return force F of the diaphragm spring 20.
  • FIG. 4A schematically shows the relationship of the forces when the sub piston 33 presses the forward clutch piston 21 in the axial direction by the biasing force P of the pressing spring 35, contrary to the above case. Represent.
  • FIG. 4B shows the relationship of component forces at the second tapered surface 33 d when the second tapered surface 33 d of the sub-piston 33 pushes the ball 34 with the biasing force P in the axial direction.
  • the component force in the direction along the second tapered surface 33 d and the component force in the direction perpendicular to the second tapered surface 33 d are P cos ⁇ and P sin ⁇ ⁇ ⁇ ⁇ , respectively.
  • FIG. 4C shows the relationship of component forces acting on the ball 34 from the second tapered surface 33 d.
  • the axial component force and radial component force of the clutch become P sin 2 ⁇ and P sin ⁇ cos ⁇ ⁇ ⁇ ⁇ , respectively.
  • FIG. 4D shows the relationship of component forces of the force P sin ⁇ cos ⁇ in which the ball 34 pushes the first tapered surface 21 c of the forward clutch piston 21 in the vertical direction.
  • the component force in the direction along the first tapered surface 21c and the component force in the direction perpendicular to the first tapered surface 21c are Psin ⁇ sin ⁇ cos ⁇ and Pcos ⁇ sin ⁇ cos ⁇ , respectively.
  • FIG. 4 (e) shows the relationship of component forces acting on the ball 34 to act perpendicularly to the first tapered surface 21c of the forward clutch piston 21.
  • the component forces in the radial direction and in the axial direction in this case are P cos 2 ⁇ sin ⁇ cos ⁇ and P sin ⁇ cos ⁇ sin ⁇ cos ⁇ respectively. Therefore, the force by which the pressing spring 35 pushes the forward clutch piston 21 in the axial direction is P sin ⁇ cos ⁇ sin ⁇ cos ⁇ .
  • ⁇ is set to 10 ° and ⁇ to 25 °
  • the forward clutch piston 21 is axially pressed at about 6.55% of the pressing force P. Therefore, the pressing force corresponds to about 1% of the biasing force of the diaphragm spring 20 and about 7% of the load of the return spring 29.
  • FIG. 1 shows a neutral state without power transmission.
  • neither the clutch engagement pressure nor the clutch release pressure is supplied to the clutch engagement pressure chamber 30 and the clutch release pressure chamber 31. Therefore, since the diaphragm spring 20 is in the free state and the drive plate 17 and the driven plate 18 are not pressed, the torque that can be transmitted therebetween is substantially zero.
  • the forward clutch piston 21 is reliably returned to the clutch release position where it is pressed against the inner side wall 7 c of the forward clutch drum 7 by the return spring 29 and maintains its position.
  • the forward clutch piston 21 is at the clutch release position, that is, in the rightmost position in FIGS. 1 and 2, so the leftmost portion in FIG. 1 of the first tapered surface 21c.
  • the ball 34 is radially innermost, and the radially inner portion of the ball 34 protrudes radially inward from the ball holding hole 36 of the forward clutch drum 7 to hold the ball of the sub piston 33 It is in contact with the second tapered surface 33 d of the portion 33 b.
  • the clutch engagement pressure oil from the control valve device 42 is the clutch engagement pressure communication passage 40, the clutch engagement pressure hole 37, and the pressure spring 35 Go to the clutch fastening chamber 30 through the inserted space or the like.
  • the clutch engagement chamber 30 is filled with the clutch engagement pressure oil, the internal pressure increases, and the forward clutch piston 21 starts moving to the left in FIG. 1 against the return force of the return spring 29, Then, the diaphragm spring 20 starts to be compressed while pressing the drive plate 17 and the driven plate 18.
  • the ball 34 of the lock mechanism 32 always receives a pressing force from the pressing spring 35 toward the left side in FIG. 1 through the second tapered surface 33 d of the sub piston 33, but this time the back surface of the sub piston 33 (figure Since the sub-piston 33 is also pressed to the left in FIG. 1 from the clutch engagement pressure acting on the surface on the right end side in 1), it is attempted to push the ball 34 radially outward with a stronger force than when releasing the clutch. Do.
  • the radially outward movement of the ball 34 causes the sub-piston 33 pressed by the pressure spring 35 to always contact the ball 34 with the second tapered surface 33d, and also starts moving toward the left in FIG.
  • This state is a clutch completely engaged state capable of transmitting the entire torque input without the occurrence of the slip.
  • the forward clutch piston 21 can no longer move forward, so that the position at which the sub piston 33 and the ball 34 move forward is determined, and this position becomes the lock position.
  • the control and valve device 42 removes the clutch engagement pressure oil from the clutch engagement chamber 30.
  • the oil pressure for pressing the forward clutch piston 21 in the clutch fastening direction disappears, but since the lock mechanism 32 maintains the mechanically locked state at the above lock position, the forward clutch piston 21 also has its position maintain. Therefore, the forward clutch 16 is kept in the engaged state, and the forward clutch drum 7 and the forward clutch hub 15 rotate together while transmitting the total torque input.
  • the diaphragm spring 20 In this completely tightened state, the diaphragm spring 20 is in a completely compressed state, and the elastic force generated at that time is the total torque input between the drive plate 17 and the driven plate 18. It should just be the size necessary to convey. Further, since the lock position of the lock mechanism 32 is automatically determined in the state where the diaphragm spring 20 is fully compressed when the above-mentioned complete fastening state is made, the live plate 17 with the variation of the diaphragm spring 20 Regardless of the wear of the driven plate 18, an optimum locking position is always ensured.
  • clutch release pressure oil is supplied from the control valve device 42 to the clutch release pressure chamber 31 through the clutch release pressure communication path 41, the clutch release pressure communication hole 38 and the like. Do. As the clutch release pressure chamber 31 is filled with the clutch release pressure oil and the release pressure increases, the pressure that directly pushes the forward clutch piston 21 to the right in FIG. 1 also increases, and the left end of the sub piston 33 in FIG. The part is also pushed to the right in FIG. 1 by the release pressure.
  • the sub-piston 33 is pushed to the right in FIG. 1 by the release pressure and moves, and the forward clutch piston 21 is also moved by the release hydraulic pressure and the elastic force of the diaphragm spring 20 and the elastic force of the return spring 29.
  • the ball 34 is pushed radially inward by the first tapered surface 21 c as the forward clutch piston 21 retreats while in contact with the second tapered surface 33 d of the sub-piston 33 to be retracted, and the locking mechanism 32 Is unlocked.
  • the position of the forward clutch piston 21 is held at the clutch engagement position by the lock mechanism 32 in a state where the diaphragm spring 20 is compressed, and then the clutch engagement pressure is released or reduced. Because holding of the clutch oil pressure during clutch engagement is not necessary is unnecessary, and also high pressure causing friction loss in the seal members 25a to 25c and the like disposed between the members rotating relative to each other by the clutch engagement pressure. Since the clutch hydraulic pressure does not act, energy loss can be reduced and fuel consumption can be improved. In particular, since the clutch device is the forward clutch 16 and is kept engaged for a long time during traveling, the above effect is large.
  • the lock mechanism 32 performs maximum elastic deformation of the diaphragm spring 20 such that the lock position mechanically restricts axial movement of the forward clutch piston 21 when transmission torque is secured by the diaphragm spring 20. Since the position, in this embodiment, is made variable in the axial direction according to the complete compression position, the wear of the drive plate 17 and the driven plate 18 due to the manufacturing variations and the aging of the diaphragm spring 20 etc. Even when there is a problem, the lock position is always determined automatically, so cost can be reduced easily.
  • the lock mechanism 32 is composed of a first tapered surface 21c of the forward clutch piston 21, a sub piston 33 provided with a second tapered surface 33d having a taper angle different from the first tapered surface, a ball 34, a pressing spring 35 and the like. Therefore, the lock mechanism 32 can be locked by the application of the clutch engagement pressure, and the lock can be released by the application of the clutch release pressure (therefore, the release pressure can be reduced) in a state where the clutch engagement pressure is released. Also, the lock mechanism 32 can be manufactured inexpensively.
  • the force that the reaction force of the forward clutch piston 21 presses the sub piston 33 and the force that the reaction force of the sub piston 33 presses the forward clutch piston 21 It is possible to disperse using the first tapered surface 21c and the second tapered surface 33d, and as a result, it is possible to suppress concentration of stress on the forward clutch piston 21 and the sub piston 33.
  • the present invention has been described above based on the above embodiments, the present invention is not limited to the above embodiments, and is included in the present invention even if there is a design change or the like without departing from the scope of the present invention.
  • the elastic member used in the clutch device of the present invention is not limited to the diaphragm spring 20 of the embodiment but may be another spring.
  • the number may be more than one, and the position may also be disposed between the forward clutch piston 21 and the friction plate (such as the drive plate 7).
  • the clutch device of the present invention is not limited to the continuously variable transmission, and may be used for other devices, and may be applied to a clutch device other than a forward clutch.
  • Forward-reverse switching device 7 Forward clutch drum (first member; second member) 9B Case side member (stationary part) 15 Forward clutch hub (second member; first member) 16 forward clutch 17 drive plate (first friction plate; second friction plate) 18 driven plate (second friction plate; first friction plate) 20 diaphragm spring (elastic member) 21 Forward clutch piston (clutch piston) 26 partition plate 30 clutch engagement pressure chamber (clutch engagement pressure portion) 31 clutch release pressure chamber 32 lock mechanism 33 sub piston 34 ball 35 pressure spring 36 ball holding hole (through hole) 42 Control valve device (clutch engagement hydraulic pressure reduction unit)

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Provided is a clutch device capable of reducing energy loss caused by clutch-engaging pressure. The clutch device presses on a first friction plate (17) and a second friction plate (18) using an elastic member (20), by causing clutch-engaging pressure to act on a clutch piston (21) and moving the same in the clutch-engaging direction, then mechanically locking the position of the clutch piston (21) in this state by using a locking mechanism (32). The locking mechanism (32) is capable of varying the locking position thereof in the axial direction according to the maximum-elastic-displacement position of the elastic member (20). The clutch-engaging pressure is reduced according to the state of operation by a clutch-engaging-pressure reduction unit (42) when the locking mechanism (32) is locked.

Description

クラッチ装置Clutch device
　本発明は、自動車用変速機等に用いられ、相対回転可能な２つの部材間の一方、他方にそれぞれ係合された摩擦プレート同士を押圧することでクラッチの締結と、また摩擦プレートへの押圧力をなくすことでクラッチの解放とを、油圧の供給・排出により選択的に行うようにしたクラッチ装置に関する。 The present invention is used in a transmission for an automobile, etc., and by pressing friction plates engaged with each other between two members which can rotate relative to each other, fastening of a clutch, and pressing to the friction plate The present invention relates to a clutch device that selectively releases a clutch by eliminating pressure by supplying and discharging hydraulic pressure.
　このようなクラッチ装置は、周知であり、たとえば特許文献１に記載のものが知られている。
　このクラッチ装置は、クラッチ・ドラムの内周面にスプライン嵌合された摩擦プレートとクラッチ・ドラムの内側に配置されたクラッチ・ハブの外周面にスプライン嵌合した摩擦プレートと、油圧で作動するクラッチ・ピストンと、クラッチ・ピストンをクラッチ解放位置に押し戻すリターン・スプリングと、を備えている。
　クラッチを締結するには、クラッチ締結圧油を供給してクラッチ・ピストンをこの軸方向へリターン・スプリングの弾性力に対抗しながら移動させ、上記摩擦プレート同士を押圧することでクラッチ・ドラムとクラッチ・ハブとの間でトルクを伝達可能なクラッチ締結状態とする。クラッチを解放するには、クラッチ締結圧油を排出してクラッチ・ピストンをリターン・スプリングで押し戻し、摩擦プレートへの押圧力をなくすことで上記トルクを伝えないクラッチ解放状態にする。 Such a clutch device is well known and, for example, the one described in Patent Document 1 is known.
This clutch device comprises a friction plate spline-fitted to the inner circumferential surface of the clutch drum, a friction plate spline-fitted to the outer circumferential surface of the clutch hub disposed inside the clutch drum, and a hydraulically actuated clutch The piston is provided with a clutch and a return spring that pushes the piston back to the clutch release position.
To engage the clutch, supply clutch engagement pressure oil to move the clutch and piston in this axial direction against the elastic force of the return spring, and press the friction plates to push the clutch drum and clutch. · The clutch is engaged so that torque can be transmitted to and from the hub. In order to release the clutch, the clutch engaging pressure oil is discharged, the clutch and piston are pushed back by the return spring, and the above-mentioned torque is not transmitted by releasing the pressing force on the friction plate.
特開平７－１２２２１号公報Japanese Patent Application Laid-Open No. 7-12221
　しかしながら、上記従来のクラッチ装置にあっては、以下の問題がある。
　すなわち、従来のクラッチ装置では、クラッチ締結中は、リターン・スプリングのリターン力に打ち勝ちながら摩擦プレートに必要な押圧力を確保するため、クラッチ・ピストンに絶えず高圧のクラッチ締結油圧を付与し続けなければならず、その分、オイル・ポンプに負荷がかかり燃費が悪化するのを避けることができない。
　また、クラッチ装置にあっては、このクラッチの締結中には、相対回転する部材間の油の受け渡しを行う部位に設けられたシール・リングによりクラッチ締結用油の通路からの油漏れを防ぐようにしているが、クラッチ締結中は、シール・リングに高圧のクラッチ締結圧が作用してシール・リングを上記相対回転側部材の一方に押し付けながら回転するので、これらの間にシール・リングによるフリクション・ロスが発生し、その分、燃費が悪化してしまう。 However, the conventional clutch device has the following problems.
That is, in the conventional clutch device, it is necessary to continuously apply high clutch engagement hydraulic pressure to the clutch and piston in order to secure the necessary pressing force on the friction plate while overcoming the return force of the return spring while the clutch is engaged. In addition, it can not be avoided that the oil pump is loaded and the fuel efficiency is deteriorated.
Further, in the clutch device, during the fastening of the clutch, a seal ring provided at a portion for delivering oil between the members rotating relative to each other prevents oil leakage from the passage for the clutch fastening oil by the seal ring. However, while the clutch is engaged, a high pressure clutch engagement pressure acts on the seal ring to rotate the seal ring while pressing the seal ring against one of the above-mentioned relative rotation side members.・ Loss occurs, and the fuel efficiency will deteriorate accordingly.
　本発明は、上記問題に着目してなされたもので、その目的とするところは、クラッチ締結油圧に起因した、クラッチ締結中に発生するエネルギ・ロスを低減することができるようにしたクラッチ装置を提供することにある。 The present invention was made in view of the above problems, and an object of the present invention is to provide a clutch device capable of reducing energy loss generated during clutch engagement caused by the clutch engagement hydraulic pressure. It is to provide.
　この目的のため、本発明によるクラッチ装置は、同軸上で相対回転可能な第１部材および第２部材のうちの一方に係合された第１摩擦プレートおよび第１部材および第２部材のうちの他方に係合された第２摩擦プレートを備え、クラッチ・ピストンにクラッチ締結油圧をクラッチ締結油供給部から作用させてこのクラッチ・ピストンをクラッチ締結方向に移動させることで第１摩擦プレートと第２摩擦プレートとを互いに押圧して、第１部材および第２部材間でトルクを伝達可能とする。
　第１プレートと第２プレートとは、これらの両プレートに弾性部材からの弾性力が付与されて、クラッチ・ピストンのクラッチ締結方向への移動時に、伝達トルクを担保する。
　この弾性部材により伝達トルクが担保されるとき、クラッチ・ピストンの軸方向への移動を機械的にロック位置に規制するロック機構を備え、このロック機構は、弾性部材の最大弾性変形位置に応じてそのロック位置を軸方向に可変にする。
　このロック機構によるロック時にクラッチ締結油圧低減部でクラッチ締結油圧を運転状況に応じて低減可能とする。 To this end, the clutch device according to the invention comprises a first friction plate and one of the first and second members engaged with one of the first and second members coaxially relatively rotatable. The second friction plate is engaged with the other, and the clutch and hydraulic pressure is applied to the clutch and piston from the clutch and hydraulic oil supply portion to move the clutch and piston in the clutch fastening direction, thereby forming the first friction plate and the second The friction plates are pressed against each other so that torque can be transmitted between the first member and the second member.
The elastic force from the elastic member is applied to the first plate and the second plate to secure the transmission torque when the clutch and the piston move in the clutch fastening direction.
A lock mechanism is provided for mechanically restricting the axial movement of the clutch and piston to the lock position when the transmission torque is secured by the elastic member, and the lock mechanism is adapted to the maximum elastic deformation position of the elastic member. The lock position is made axially variable.
At the time of locking by the lock mechanism, the clutch engagement hydraulic pressure reduction unit can reduce the clutch engagement hydraulic pressure according to the operating condition.
　本発明によるクラッチ装置にあっては、クラッチ締結継続中におけるクラッチ油圧の保持を不要とし、またこのときクラッチ締結圧で相対回転する部材間に配置されたシール・リングにフリクション・ロスの原因となる高圧のクラッチ油圧が作用しないようにして、クラッチ締結中にクラッチ締結油圧に起因したエネルギ・ロスを低減することができる。
　また、この場合、弾性部材やロック機構等の製造上のばらつき、また摩擦プレートの摩耗といった経時変化をも、ロック位置を可変として自動的に吸収することができるので、設計時や製造時における余裕代を小さく抑えてコストを抑制できるのみならず、経時変化にも自動的に対応でき、その維持コストをも抑制することが可能となる。 In the clutch device according to the present invention, it is not necessary to hold the clutch hydraulic pressure while the clutch engagement is continued, and at this time it causes friction loss in the seal ring disposed between the members rotating relative to each other by the clutch engagement pressure. By preventing the high pressure clutch hydraulic pressure from acting, energy loss caused by the clutch hydraulic pressure can be reduced while the clutch is engaged.
Also, in this case, the manufacturing position of the elastic member, the locking mechanism, and the like, and the time-dependent change such as the wear of the friction plate can be automatically absorbed as the lock position is variable. Not only the cost can be suppressed by reducing the cost, but also it is possible to automatically cope with changes over time, and it is also possible to suppress the maintenance cost.
本発明の実施形態のクラッチ装置を備えたベルト式無段変速機の前後進切り替え装置周りの断面図である。1 is a cross-sectional view of a belt type continuously variable transmission provided with a clutch device according to an embodiment of the present invention around a forward / backward switching device. 図１のロック機構の拡大断面図である。It is an expanded sectional view of the lock mechanism of FIG. 実施形態のクラッチ装置においてフォワード・クラッチ・ピストンがサブピストンを押圧するときの力関係を表した模式図である。It is a schematic diagram showing the force relation when a forward clutch piston presses a sub piston in the clutch apparatus of embodiment. 施例１のクラッチ装置においてサブピストンがフォワード・クラッチ・ピストンを押圧するときの力関係を表した模式図である。FIG. 7 is a schematic view showing a force relationship when the sub piston presses the forward clutch piston in the clutch device of the first embodiment. 実施形態のクラッチ装置がスリップしている半クラッチ状態を示す図である。It is a figure which shows the half clutch state which the clutch apparatus of embodiment is slipping. 実施形態のクラッチ装置が締結している状態を示す図である。It is a figure which shows the state which the clutch apparatus of embodiment has fastened.
　以下、本発明の実施形態を図面に基づいて詳細に説明する。 Hereinafter, embodiments of the present invention will be described in detail based on the drawings.
　まず、実施形態のクラッチ装置の全体構成を説明する。
　この実施形態のクラッチ装置は、車両用ベルト式無段変速機の前後進切り替え装置を切り替えるのに用いられる。 First, the overall configuration of the clutch device of the embodiment will be described.
The clutch device of this embodiment is used to switch a forward and reverse switching device of a belt-type continuously variable transmission for a vehicle.
　まず、前後進切り替え装置について説明する。
　図１は、入力軸２４の上半部のみを描いてある。同図示すように、前後進切り替え装置１は、シングル・ピニオン式遊星歯車組で構成される。
　この遊星歯車組は、サン・ギヤ２と、この外周に配置したリング・ギヤ３と、サン・ギヤ２とリング・ギヤ３とにそれぞれ常時噛み合う複数のピニオン４を回転自在に支持するピニオン・キャリヤ５と、を備えている。 First, the forward / reverse switching device will be described.
FIG. 1 depicts only the upper half of the input shaft 24. As shown in the figure, the forward / reverse switching device 1 is configured by a single pinion type planetary gear set.
This planetary gear set includes a pinion carrier rotatably supporting a plurality of pinions 4 always meshing with the sun gear 2, the ring gear 3 disposed on the outer periphery, and the sun gear 2 and the ring gear 3. 5 and.
　サン・ギヤ２は、この内周側端部がプライマリ・プーリーの固定側シーブ６の軸方向に突出した円筒部分にスプライン係合されて前後進切り替え装置１の出力部材として機能するとともに、サン・ギヤ２のシーブ６とは反対側の側面がフォワード・クラッチ・ハブ１５の内周側部分に連結されて駆動力の入力部材として機能する。
　リング・ギヤ３はフォワード・クラッチ・ドラム７の外側円筒部分７aの内周面に形成されたスプラインに噛み合わされて前後進切り替え装置１の入力部材として機能する。
　ピニオン・キャリヤ５は、この外周部分にブレーキ・ドラム８が連結されて前後進切り替え装置１の固定部材として機能可能である。 The sun gear 2 functions as an output member of the forward / backward switching device 1 by spline-engaging the inner peripheral end of the cylindrical portion projecting in the axial direction of the stationary sheave 6 of the primary pulley. The side surface of the gear 2 opposite to the sheave 6 is connected to the inner peripheral portion of the forward clutch hub 15 and functions as an input member for driving force.
The ring gear 3 is engaged with a spline formed on the inner peripheral surface of the outer cylindrical portion 7 a of the forward clutch drum 7 and functions as an input member of the forward / reverse switching device 1.
The pinion carrier 5 can function as a fixing member of the forward / reverse switching device 1 with the brake drum 8 connected to the outer peripheral portion.
　すなわち、ピニオン・キャリヤ５に連結されたブレーキ・ドラム８の外側円筒部分８aの外周面側と変速機ケースに固定された円筒状のケース側部材９Ａの内周面との間には、それら両者の一方、他方にそれぞれ分けられて係合された複数の摩擦プレート１０a.１０bが配置されて、ブレーキ油室１１へのブレーキ圧油の供給・排出に応じてブレーキ・ピストン１２が進退することで、ブレーキ・ドラム８とケース側部材９Ａとを締結・解放するリバース・ブレーキ１３が設けられる。なお、ブレーキ・ピストン１２の先端部分と摩擦プレート１０との間には、リターン・スプリング１４が配設される。
　したがって、リバース・ブレーキ１３が締結すると、ピニオン・キャリヤ５はケース側に固定されて静止する。 That is, between the outer peripheral surface side of the outer cylindrical portion 8a of the brake drum 8 connected to the pinion carrier 5 and the inner peripheral surface of the cylindrical case side member 9A fixed to the transmission case, both The plurality of friction plates 10a and 10b are separately disposed and engaged with each other, and the brake piston 12 advances and retracts according to the supply and discharge of the brake pressure oil to the brake oil chamber 11. , And a reverse brake 13 for fastening and releasing the brake drum 8 and the case side member 9A. A return spring 14 is disposed between the tip of the brake piston 12 and the friction plate 10.
Therefore, when the reverse brake 13 is engaged, the pinion carrier 5 is fixed to the case side and becomes stationary.
　一方、リング・ギヤ３に連結されたフォワード・クラッチ・ドラム７とサン・ギヤ２に連結されたフォワード・クラッチ・ハブ１５との間には、フォワード・クラッチ１６が設けられる。このフォワード・クラッチ１６の詳細な構造については、後で説明する。 On the other hand, a forward clutch 16 is provided between the forward clutch drum 7 connected to the ring gear 3 and the forward clutch hub 15 connected to the sun gear 2. The detailed structure of the forward clutch 16 will be described later.
　フォワード・クラッチ・ドラム７に後述するように図外のエンジン等から駆動力が入力軸２４等を介して入力されると、リバース・ブレーキ１３が解放された状態でフォワード・クラッチ１６が締結されているときは、前後進切り替え装置１は、この遊星歯車組の各回転要素が一体となって回転する。この結果、サン・ギヤ２は、直結（変速比１）となって回転駆動するので、このサン・ギヤ２に連結されたシーブ６も駆動入力と同じ回転速度、同じトルクで回転する。このとき、車両は、プーリ比に応じた変速比で前進駆動される。 When driving force is input to the forward clutch drum 7 from an engine or the like (not shown) via the input shaft 24 as described later, the forward clutch 16 is engaged with the reverse brake 13 released. When it is in the forward / reverse switching device 1, the respective rotating elements of this planetary gear set rotate together. As a result, since the sun gear 2 is directly connected (gear ratio 1) and rotationally driven, the sheave 6 connected to the sun gear 2 also rotates at the same rotational speed and torque as the drive input. At this time, the vehicle is driven forward at a transmission gear ratio corresponding to the pulley ratio.
　一方、フォワード・クラッチ・ドラム７に駆動力が入力されている場合、上記とは逆に、フォワード・クラッチ１６が解放された状態でリバース・ブレーキ１３が締結されているときは、サン・ギヤ２は逆方向に減速回転する。このとき、車両は、プーリ比に応じた変速比で後進駆動される。
　なお、フォワード・クラッチ１６およびリバース・ブレーキ１３の両方が解放されているときは、前後進切り替え装置１は中立状態となり、フォワード・クラッチ・ドラム７に駆動力が入力されていても、プーリのシーブ６には駆動力が伝わらない。 On the other hand, when the driving force is inputted to the forward clutch drum 7, on the contrary to the above, when the reverse brake 13 is engaged with the forward clutch 16 released, the sun gear 2 is Decelerates and rotates in the reverse direction. At this time, the vehicle is driven reversely at a gear ratio corresponding to the pulley ratio.
When both the forward clutch 16 and the reverse brake 13 are released, the forward / reverse switching device 1 is in the neutral state, and the sheave of the pulley is engaged even if the driving force is input to the forward clutch drum 7. The driving force is not transmitted to 6.
　次に、フォワード・クラッチ１６の詳細構造について以下に説明する。
　フォワード・クラッチ１６は、上述したように、フォワード・クラッチ・ドラム７の内周面側のスプラインに嵌合されて軸方向へ移動可能な複数のドライブ・プレート１７と、フォワード・クラッチ・ハブ１５の外周面のスプラインに嵌合されて軸方向へ移動可能な複数のドリブン・プレート１８とが、軸方向に互い違いに配設されて、それらの摩擦面同士が押圧可能に重ね合わされている。
　なお、フォワード・クラッチ・ドラム７とフォワード・クラッチ・ハブ１５とは、それらのうちの一方が本発明の第１部材に、またそれらのうちの他方が本発明の第２部材にそれぞれ相当する。さらに、ドライブ・プレート１７とドリブン・プレート１８とは、それらのうちの一方が本発明の第１摩擦プレートに、またそれらのうちの他方が本発明の第２摩擦プレートに相当する。 Next, the detailed structure of the forward clutch 16 will be described below.
As described above, the forward clutch 16 includes a plurality of drive plates 17 that can be moved in the axial direction by being fitted with splines on the inner peripheral surface side of the forward clutch drum 7 and the forward clutch hub 15. A plurality of driven plates 18 fitted in splines on the outer peripheral surface and movable in the axial direction are alternately arranged in the axial direction, and their friction surfaces are superimposed in a pressable manner.
One of the forward clutch drum 7 and the forward clutch hub 15 corresponds to the first member of the present invention, and the other corresponds to the second member of the present invention. Furthermore, one of the drive plate 17 and the driven plate 18 corresponds to the first friction plate of the present invention, and the other corresponds to the second friction plate of the present invention.
　上記ドライブ・プレート１７のうち最も前後進切り替え装置１に近い（図１中の最左端側の）ドライブ・プレート１７とフォワード・クラッチ・ドラム７に固定されたスナップ・リング１９との間には、ダイヤフラム・スプリング２０が配設される。ダイヤフラム・スプリング２０は、本実施形態では、クラッチ締結時には、完全に圧縮されるように設定してある。
　なお、ダイヤフラム・スプリング２０は、本発明の弾性部材に相当する。
　本実施形態では、スナップ・リング１９は、リング・ギヤ３の側端面に当接することで軸方向の荷重を受けることができるように構成している。 Between the drive plate 17 (on the left end side in FIG. 1) closest to the forward / reverse switching device 1 among the drive plates 17 and the snap ring 19 fixed to the forward clutch drum 7, A diaphragm spring 20 is provided. The diaphragm spring 20 is set to be fully compressed in the present embodiment when the clutch is engaged.
The diaphragm spring 20 corresponds to the elastic member of the present invention.
In this embodiment, the snap ring 19 is configured to be able to receive an axial load by abutting on the side end face of the ring gear 3.
　フォワード・クラッチ・ピストン２１は、フォワード・クラッチ・ドラム７の外側円筒部分７aと内側円筒部分７bとの間の筒状の空間内に挿入され、その軸方向に移動可能とされている。フォワード・クラッチ・ピストン２１の外側円筒部分２１aは、半径方向外側に向けて折り曲げられて図１中の右端のドライブ・プレート１７に当接可能である。また、その内側円筒部分２１bはこの先端部分がフォワード・クラッチ・ドラム７の内側円筒部分７bの外周面に支持される。また、内側円筒部分２１bと内側円筒部分７bと間にはシール部材２８が設けられる。
　なお、フォワード・クラッチ・ピストン２１は、本発明のクラッチ・ピストンに相当する。 The forward clutch piston 21 is inserted into the cylindrical space between the outer cylindrical portion 7a and the inner cylindrical portion 7b of the forward clutch drum 7 and is movable in the axial direction. The outer cylindrical portion 21a of the forward clutch piston 21 can be bent radially outward to abut the drive plate 17 at the right end in FIG. Also, the tip end portion of the inner cylindrical portion 21 b is supported on the outer peripheral surface of the inner cylindrical portion 7 b of the forward clutch drum 7. Further, a seal member 28 is provided between the inner cylindrical portion 21 b and the inner cylindrical portion 7 b.
The forward clutch piston 21 corresponds to the clutch piston of the present invention.
　フォワード・クラッチ・ドラム７の内側円筒部分７bの図１中の右側部分は、ケース側部材９Bの内側のボス部分９aに回転可能に支持されたフォワード・サポート・ドラム２３の円筒部分２３aの図１中の右側端部分から半径方向外側へ立ち上がった外側フランジ部分２３bの外周端に連結される。なお、ケース側部材９Bは、本発明の静止部に相当する。
　フォワード・サポート・ドラム２３の図１中の左端側は、半径方向内側へ折り曲げられた内側フランジ部分２３cの内側端部分に形成されたボス部分２３dが入力軸２４にスプライン嵌合される。
　フォワード・サポート・ドラム２３の円筒部分２３aは、ケース側部材９Bの円筒状のボス部９aの外周面上に回転自在に支持される。なお、円筒部分２３aとボス部９aの間に３個のシール部材２５a、２５b、２５cが配設される。 The right portion in FIG. 1 of the inner cylindrical portion 7b of the forward clutch drum 7 is a portion of the cylindrical portion 23a of the forward support drum 23 rotatably supported by the inner boss portion 9a of the case side member 9B. It is connected to the outer peripheral end of the outer flange portion 23b which rises radially outward from the inner right end portion. The case side member 9B corresponds to the stationary portion of the present invention.
On the left end side in FIG. 1 of the forward support drum 23, a boss portion 23d formed on the inner end portion of the radially inward bent inner flange portion 23c is spline-fitted to the input shaft 24.
The cylindrical portion 23a of the forward support drum 23 is rotatably supported on the outer peripheral surface of the cylindrical boss 9a of the case side member 9B. Three seal members 25a, 25b and 25c are disposed between the cylindrical portion 23a and the boss 9a.
　フォワード・サポート・ドラム２３の円筒部分２３aの図１中の左端側部分の外周面上には、仕切りプレート２６が取り付けられる。
　仕切りプレート２６は、内周端部分がスナップ・リング２７により図１中で軸方向左側への移動が規制されるとともに、その外周側端部分に取り付けられたシール部材４４が、フォワード・クラッチ・ピストン２１の外側円筒部分２１aの内周面に接触させられる。
　仕切りプレート２６とフォワード・クラッチ・ピストン２１との間には、環状のリターン・スプリング２９が設けられ、この弾性力でフォワード・クラッチ・ピストン２１を解放位置(図１の位置)、すなわち、フォワード・クラッチ・ドラム７の側壁７cへ付勢して押し付け、クラッチ解放時にフォワード・クラッチ・ピストン２１がドライブ・プレート１７とドリブン・プレート１８とを圧接することがないようにしている。 A partition plate 26 is mounted on the outer peripheral surface of the left end side portion of the cylindrical portion 23a of the forward support drum 23 in FIG.
The partition plate 26 is restricted in movement to the left in the axial direction in FIG. 1 by the snap ring 27 at the inner peripheral end portion, and the seal member 44 attached to the outer peripheral end portion is a forward clutch piston The inner circumferential surface of the outer cylindrical portion 21a of 21 is brought into contact.
An annular return spring 29 is provided between the partition plate 26 and the forward clutch piston 21. With this elastic force, the forward clutch piston 21 is released to the release position (position shown in FIG. 1), that is, forward. The side wall 7c of the clutch drum 7 is urged and pressed so that the forward clutch piston 21 does not press the drive plate 17 and the driven plate 18 when the clutch is released.
　ここで、フォワード・クラッチ・ドラム７の側壁７cとフォワード・クラッチ・ピストン２１との間には、クラッチ締結圧室３０が画成される一方、仕切りプレート２６とフォワード・クラッチ・ピストン２１との間には、クラッチ解放圧室３１が画成される。
　なお、クラッチ締結圧室３０は、本発明のクラッチ締結圧部に相当する。 Here, while a clutch engagement pressure chamber 30 is defined between the side wall 7c of the forward clutch drum 7 and the forward clutch piston 21, the space between the partition plate 26 and the forward clutch piston 21 is defined. The clutch release pressure chamber 31 is defined.
The clutch engagement pressure chamber 30 corresponds to the clutch engagement pressure portion of the present invention.
　以上のような構成にあって、フォワード・クラッチ・ピストン２１の内側円筒状部分２１bとフォワード・サポート・ドラム２３の円筒部分２３aとの間には、これらの一部を含んで構成されるロック機構３２が設けられる。
　このロック機構３２は、クラッチ締結圧を低減あるいはなくしても、フォワード・クラッチ・ピストン２１の締結位置を機械的に保持してフォワード・クラッチ・クラッチ１６を締結状態に維持するものである。
　ロック機構３２は、フォワード・クラッチ・ピストン２１の内側円筒部分２１bやフォワード・サポート・ドラム２３の円筒部分２３aを含め、サブピストン３３、ボール３４、押圧スプリング３５、およびシール部材２２、２８、３９を備えており、以下に説明するように構成される。 In the above configuration, a lock mechanism configured to include a part of the forward clutch piston 21 between the inner cylindrical portion 21b and the cylindrical portion 23a of the forward support drum 23. 32 are provided.
The lock mechanism 32 mechanically holds the engagement position of the forward clutch piston 21 and maintains the forward clutch clutch 16 in the engaged state, even if the clutch engagement pressure is reduced or not.
The lock mechanism 32 includes the sub-piston 33, the ball 34, the pressure spring 35, and the seal members 22, 28, 39, including the inner cylindrical portion 21b of the forward clutch piston 21 and the cylindrical portion 23a of the forward support drum 23. And is configured as described below.
　すなわち、図１および図１中のロック機構３２周辺を拡大した図２に示すように、フォワード・クラッチ・ピストン２１の内側円筒状部分２１bには、フォワード・クラッチ・ドラム７の側壁７cへ向かうにしたがって拡径する第１テーパ面２１cが形成される。この第１テーパ面２１cは、その中心軸に対し角度θ(図３、を参照)で傾斜する。本実施形態では、たとえばθ＝１０°に設定する。後述するように、第１テーパ面２１cは、クラッチ解放位置からクラッチ締結位置まで伸びており、常にボール３４に接触する。 That is, as shown in FIG. 2 in which the periphery of the lock mechanism 32 in FIG. 1 and FIG. 1 is enlarged, the inner cylindrical portion 21b of the forward clutch piston 21 is directed to the side wall 7c of the forward clutch drum 7. Therefore, the first tapered surface 21c is formed to expand in diameter. The first tapered surface 21c is inclined at an angle θ (see FIG. 3) with respect to its central axis. In the present embodiment, for example, θ = 10 ° is set. As described later, the first tapered surface 21c extends from the clutch release position to the clutch engagement position and always contacts the ball 34.
　一方、フォワード・クラッチ・ピストン２１の内側円筒状部分２１bを支持するフォワード・クラッチ・ドラム７の内側円筒部分７bには、周方向に配置されそれぞれボール３４を挿通可能な複数のボール保持孔３６と、これらより図２中右側の位置にクラッチ締結圧油を通すクラッチ締結圧用孔７dと、これらとは逆の先端側にシール部材２８を挿入する環状のシール溝７eがそれぞれ形成してある。
　ボール保持孔３６は、本発明の貫通孔に相当する。 On the other hand, the inner cylindrical portion 7b of the forward clutch drum 7 supporting the inner cylindrical portion 21b of the forward clutch piston 21 is provided with a plurality of ball holding holes 36 arranged in the circumferential direction and capable of inserting the balls 34 respectively. From these, a clutch engagement pressure hole 7d for passing the clutch engagement pressure oil is formed at a position on the right side in FIG. 2 and an annular seal groove 7e for inserting the seal member 28 on the tip end opposite to these.
The ball holding hole 36 corresponds to the through hole of the present invention.
　ここで、ボール３４は、常にボール保持孔３６内にあって、フォワード・クラッチ・ピストン２１およびサブピストン３３の位置に応じてボール保持孔３６ 内を半径方向に沿って移動する。ただし、サブピストン３３がどの位置にあっても、ボール３４は、常にボール保持孔３６から半径方向内側と外側へ突出した状態にあって、フォワード・クラッチ・ピストン２１の第１テーパ面２１cと後述するサブピストン３３の第２テーパ面３３dに接触するように構成されている。
　なお、ボール３４を挿入したボール保持孔３６の個数は、フォワード・クラッチ１６での伝達可能な最大伝達トルクによって決定すればよい。 Here, the ball 34 is always in the ball holding hole 36, and moves radially in the ball holding hole 36 according to the positions of the forward clutch piston 21 and the sub piston 33. However, regardless of the position of the sub piston 33, the ball 34 always protrudes radially inward and outward from the ball holding hole 36, and the first tapered surface 21c of the forward clutch piston 21 and the below described It is configured to be in contact with the second tapered surface 33 d of the sub piston 33.
The number of ball holding holes 36 into which the balls 34 are inserted may be determined by the maximum transfer torque transmittable by the forward clutch 16.
　サブピストン３３は、環状の部材であり、フォワード・クラッチ・ドラム７の内側円筒部分７bとフォワード・サポート・ドラム２３の円筒部分２３aとの間にクラッチの軸方向に移動可能に設けられる。
　サブピストン３３は、この外周面側にボール３４の半径方向内側部分に接触し、サブピストン３３の位置に応じてボール３４を半径方向に沿って移動させることが可能なボール進退傾斜部３３bが形成されている。このボール進退傾斜部３３bは、サブピストン３３の外周の一部を窪ませて形成されている。 The sub-piston 33 is an annular member and is provided movably in the axial direction of the clutch between the inner cylindrical portion 7b of the forward clutch drum 7 and the cylindrical portion 23a of the forward support drum 23.
The sub-piston 33 contacts the radially inner portion of the ball 34 on the outer peripheral surface side, and forms a ball advancing / retreating inclined portion 33 b capable of moving the ball 34 along the radial direction according to the position of the sub-piston 33 It is done. The ball advancing / retreating inclined portion 33 b is formed by recessing a part of the outer periphery of the sub piston 33.
　ボール進退傾斜部３３bの底部は、図２中右側に行くにしたがって深さが浅くなって行く第２テーパ面３３dを有する。この第２テーパ面３３dが、サブピストン３３の中心軸となす角度ψは、フォワード・クラッチ・ピストン２１の内側円筒状部分２１bの第１テーパ面２１cがなす角度θより大きい角度に設定される。本実施形態では、たとえばψ＝２５°に設定される。 The bottom of the ball advancing / retreating inclined portion 33b has a second tapered surface 33d whose depth becomes shallow toward the right in FIG. An angle な す formed by the second tapered surface 33 d and the central axis of the sub piston 33 is set to be larger than an angle θ formed by the first tapered surface 21 c of the inner cylindrical portion 21 b of the forward clutch piston 21. In the present embodiment, for example, ψ = 25 °.
　サブピストン３３の外周面でボール進退傾斜部３３bより図２中左側の部分の環状のシール溝３３cに挿入されたシール部材２２は、フォワード・クラッチ・ドラム７の内側円筒部分７bの内周面に接触してクラッチ締結圧室３０とクラッチ解放圧室３１とが互いに連通しないようにしている。
　また、サブピストン３３の図２中の左側先端部には複数の連通溝３３eが形成されて、サブピストン３３が仕切りプレート２６に当接した状態にあっても連通路を確保し、クラッチ解放圧室３１内にクラッチ解放圧油を供給可能としている。 The seal member 22 inserted in the annular seal groove 33c in the portion on the left side in FIG. 2 from the ball advancing / retreating inclined portion 33b on the outer peripheral surface of the sub piston 33 is on the inner peripheral surface of the inner cylindrical portion 7b of the forward clutch drum 7. In contact with each other, the clutch engagement pressure chamber 30 and the clutch release pressure chamber 31 do not communicate with each other.
Further, a plurality of communication grooves 33e are formed on the left end of the sub piston 33 in FIG. 2 so as to secure a communication passage even when the sub piston 33 is in contact with the partition plate 26, and the clutch release pressure The clutch release pressure oil can be supplied into the chamber 31.
　サブピストン３３の図２中の右側端側面とフォワード・サポート・ドラム２３の外側フランジ部２３bとの間には、押圧スプリング３５が配設されてサブピストン３３を図２中左側へ付勢する。
　このとき、サブピストン３３は、押圧スプリング３５に図２中左側へ付勢されると、ボール進退傾斜部３３bの第２テーパ面３３dがボール３４をフォワード・クラッチ・ドラム７の内側円筒部分７bのボール保持孔３６を形成する側壁およびフォワード・クラッチ・ピストン２１の内側円筒状部分２１bの第１テーパ面２１cに押し付ける。しかしながら、リターン・スプリング２９のリターン力は強く、フォワード・クラッチ・ピストン２１は動かず、したがってボール３４も動かない。
　この結果、サブピストン３３は、フォワード・クラッチ・ピストン２１の位置より規制されて、図２中左側へ過度に移動しないように、ボール３３を介してその軸方向への移動が規制されている。 A pressing spring 35 is disposed between the right end side surface of the sub piston 33 in FIG. 2 and the outer flange 23 b of the forward support drum 23 to bias the sub piston 33 to the left in FIG. 2.
At this time, when the sub-piston 33 is urged to the left in FIG. 2 by the pressing spring 35, the second tapered surface 33d of the ball advancing / retreating inclined portion 33b serves the ball 34 of the inner cylindrical portion 7b of the forward clutch drum 7. The side wall forming the ball holding hole 36 and the first tapered surface 21 c of the inner cylindrical portion 21 b of the forward clutch piston 21 are pressed. However, the return force of the return spring 29 is strong and the forward clutch piston 21 does not move, so the ball 34 also does not move.
As a result, the sub-piston 33 is restricted by the position of the forward clutch piston 21 and its movement in the axial direction is restricted via the ball 33 so as not to move excessively to the left in FIG.
　環状のサブピストン３３の内側に配置されたフォワード・サポート・ドラム２３の円筒部分２３aには、押圧スプリング３５を配置した空間を通じてクラッチ締結圧室３０へクラッチ締結圧油を供給・排出するクラッチ締結圧用連通孔３７が形成されるとともに、クラッチ解放圧油室３１へクラッチ解放圧油を供給・排出可能なクラッチ解放圧用連通孔３８が形成される。
　クラッチ締結圧用連通孔３７とクラッチ解放圧用連通孔３８とは、フォワード・サポート・ドラム２３の円筒部分２３aとサブピストン３３との間に設けたシール部材３９により連通しないようにされる。 In the cylindrical portion 23a of the forward support drum 23 disposed inside the annular sub-piston 33, for clutch engagement pressure that supplies and discharges clutch engagement pressure oil to the clutch engagement pressure chamber 30 through the space where the pressure spring 35 is disposed. A communication hole 37 is formed, and a clutch release pressure communication hole 38 capable of supplying and discharging the clutch release pressure oil to the clutch release pressure oil chamber 31 is formed.
The clutch engagement pressure communication hole 37 and the clutch release pressure communication hole 38 are not communicated by the seal member 39 provided between the cylindrical portion 23 a of the forward support drum 23 and the sub piston 33.
　また、ケース側部材９Bのボス部分９aには、フォワード・サポート・ドラム２３の円筒部分２３aに形成したクラッチ締結圧用連通孔３７、クラッチ解放圧用連通孔３８に連通可能にされたクラッチ締結圧用連通路４０、クラッチ解放圧用連通路４１が形成される。 Further, in the boss portion 9a of the case side member 9B, a clutch engagement pressure communication hole 37 formed in the cylindrical portion 23a of the forward support drum 23 and a clutch engagement pressure communication passage enabled to communicate with the clutch release pressure communication hole 38 A clutch release pressure communication passage 41 is formed.
　なお、クラッチ締結圧用連通路４０、クラッチ解放圧用連通路４１は、コントロール・バルブ装置４２に接続される。コントロール・バルブ装置４２では、クラッチ締結圧、クラッチ解放圧を最適値に設定するとともに、それらの供給・排出のタイミングを決める。したがって、フォワード・クラッチ１６の締結によりロック機構３２がロックした後、クラッチ締結圧室３０のクラッチ締結圧油を抜く機能もここで行われる。
　したがって、コントロール・バルブ装置４２は、本発明のクラッチ締結油圧低減部に相当する。 The clutch engagement pressure communication passage 40 and the clutch release pressure communication passage 41 are connected to the control and valve device 42. In the control / valve device 42, the clutch engagement pressure and the clutch release pressure are set to optimum values, and the timing of their supply and discharge are determined. Therefore, after the lock mechanism 32 is locked by the engagement of the forward clutch 16, the function of removing the clutch engagement pressure oil of the clutch engagement pressure chamber 30 is also performed here.
Therefore, the control valve device 42 corresponds to the clutch engagement hydraulic pressure reduction unit of the present invention.
　ここで、上記ロック機構３２の原理について以下に詳しく説明する。
　図３(a)は、クラッチ締結状態にあって完全圧縮されたダイヤフラム・スプリング２０から弾性力（リターン力）Fで付勢されたフォワード・クラッチ・ピストン２１が、ボール３４を介してサブピストン３３を軸方向に押圧する場合を模式的に表す。なお、リターン・スプリング２９が設けられている場合には、ダイヤフラム・スプリング２０の弾性力にリターン・スプリング２９の荷重をさらに加味すればよい。 Here, the principle of the lock mechanism 32 will be described in detail below.
In FIG. 3A, the forward clutch piston 21 biased by the elastic force (return force) F from the fully compressed diaphragm spring 20 in the clutch engaged state is connected to the sub piston 33 via the ball 34. The case of pressing in the axial direction is schematically shown. When the return spring 29 is provided, the load of the return spring 29 may be added to the elastic force of the diaphragm spring 20.
　図３(b)は、そのときのフォワード・クラッチ・ピストン２１の第１テーパ面２１cがボール３４を押圧するときの分力の関係を示す。第１テーパ面２１cの角度はθであるから、リターン力Fの第１テーパ面２１cに沿う方向の分力は、Fcosθ、第１テーパ面２１cに垂直な方向の分力はFsinθとなる。 FIG. 3B shows the relationship of component forces when the first tapered surface 21 c of the forward clutch piston 21 at that time presses the ball 34. Since the angle of the first tapered surface 21c is θ, the component force in the direction along the first tapered surface 21c of the return force F is Fcosθ, and the component force in the direction perpendicular to the first tapered surface 21c is Fsinθ.
　図３(c)は、ボール３４に作用する分力の関係を示す。ボール３４には、第１テーパ面２１cからこれに垂直にFsinθの分力が作用するので、これをクラッチの軸方向の分力とその半径方向の分力ととに分けると、それぞれFsin2θ、Fsinθcosθとなる。 FIG. 3C shows the relationship of component forces acting on the ball 34. A component force of F sin θ acts on the ball 34 perpendicularly from the first tapered surface 21 c. Therefore, if this is divided into an axial component force of the clutch and a radial component force, F sin 2 θ is obtained respectively. , F sin θ cos θ.
　図３(d)には、サブピストン３３の第２テーパ面３３dを押圧する分力の関係を示す。ボール３４から半径方向内側に第２テーパ面３３dへ作用する力はFsinθcosθであるから、第２テーパ面３３dに沿う方向の分力、第２テーパ面３３dに垂直な方向の分力は、第２テーパ面３３dの角度ψを用いて、それぞれFsinθcosθsinψ、Fsinθcosθcosψとなる。 FIG. 3D shows the relationship of component forces that press the second tapered surface 33 d of the sub piston 33. The force acting on the second tapered surface 33d radially inward from the ball 34 is Fsin θ cos θ, so the component force in the direction along the second tapered surface 33d and the component force in the direction perpendicular to the second tapered surface 33d are the second By using the angle ψ of the tapered surface 33d, F sin θ cos θ sin ψ and F sin θ cos θ cos ψ, respectively.
　図３(e)は、サブピストン３３の第２テーパ面３３dに作用するクラッチの半径方向および軸方向の分力の関係を示す。ボール３４からサブピストン３３の第２テーパ面３３dの垂直方向に作用する力は、Fsinθcosθcosψであるから、この力の半径方向の分力、軸方向の分力は、それぞれFsinθcosθcos2ψ、Fsinθsinψcosψとなる。 FIG. 3E shows the relationship between the radial and axial component forces of the clutch acting on the second tapered surface 33 d of the sub piston 33. The force acting in the vertical direction from the ball 34 to the second tapered surface 33 d of the sub-piston 33 is Fsin θ cos θ cos 、, so the radial component of this force and the axial component are F sin θ cos θ cos 2 ψ and F sin θ sin ψ cos そ れ ぞ れ respectively. .
　以上から、ダイヤフラム・スプリング２０のリターン力Fによりフォワード・クラッチ・ピストン２１がボール３４を介してサブピストン３３を軸方向へ押す力は、上記軸方向の分力Fsinθsinψcosψとなる。
　したがって、θを１０°、ψを２５°に設定した本実施形態の場合では、ダイヤフラム・スプリング２０のリターン力Fの約１５％の力でサブピストン３３を保持可能であることが分かる。 From the above, the force by which the forward clutch piston 21 pushes the sub-piston 33 in the axial direction via the ball 34 by the return force F of the diaphragm spring 20 becomes the above-mentioned axial component force F sin θ sin ψ cos ψ.
Therefore, in the case of the present embodiment in which θ is set to 10 ° and ψ to 25 °, it can be seen that the sub-piston 33 can be held with a force of about 15% of the return force F of the diaphragm spring 20.
　次に、図４(a)は、上記の場合とは逆に押圧スプリング３５の付勢力Pによりサブピストン３３がフォワード・クラッチ・ピストン２１を軸方向に押圧する場合の力の関係を模式的に表す。 Next, FIG. 4A schematically shows the relationship of the forces when the sub piston 33 presses the forward clutch piston 21 in the axial direction by the biasing force P of the pressing spring 35, contrary to the above case. Represent.
　図４(b)は、サブピストン３３の第２テーパ面３３dがボール３４を軸方向に押す付勢力Pで押すときの第２テーパ面３３dでの分力の関係を示す。第２テーパ面３３dに沿う方向の分力、第２のテーパ面３３dに垂直な方向の分力は、それぞれPcosψ、Psinψとなる。 FIG. 4B shows the relationship of component forces at the second tapered surface 33 d when the second tapered surface 33 d of the sub-piston 33 pushes the ball 34 with the biasing force P in the axial direction. The component force in the direction along the second tapered surface 33 d and the component force in the direction perpendicular to the second tapered surface 33 d are P cos ψ and P sin そ れ ぞ れ, respectively.
　図４(c)は、第２テーパ面３３dからボール３４に作用する分力の関係を示す。そのクラッチの軸方向の分力、径方向の分力は、それぞれPsin2ψ、Psinψcosψとなる。 FIG. 4C shows the relationship of component forces acting on the ball 34 from the second tapered surface 33 d. The axial component force and radial component force of the clutch become P sin 2 ψ and P sin ψ cos そ れ ぞ れ, respectively.
　図４(d)は、ボール３４がフォワード・クラッチ・ピストン２１の第１テーパ面２１cを垂直方向に押す力Psinψcosψの分力の関係を示す。第１のテーパ面２１cに沿う方向の分力、第１テーパ面２１cに垂直な方向の分力は、それぞれPsinθsinψcosψ、Pcosθsinψcosψとなる。 FIG. 4D shows the relationship of component forces of the force P sin ψ cos 力 in which the ball 34 pushes the first tapered surface 21 c of the forward clutch piston 21 in the vertical direction. The component force in the direction along the first tapered surface 21c and the component force in the direction perpendicular to the first tapered surface 21c are Psinθsinψcosψ and Pcosθsinψcosψ, respectively.
　図４(e)は、ボール３４からフォワード・クラッチ・ピストン２１の第１テーパ面２１cに垂直に作用するに作用する分力の関係を示す。この場合の径方向の分力、軸方向の分力は、それぞれPcos2θsinψcosψ、Psinθcosθsinψcosψとなる。
　したがって、押圧スプリング３５がフォワード・クラッチ・ピストン２１を軸方向に押す力は、Psinθcosθsinψcosψである。θを１０°、ψを２５°に設定した本実施形態の場合では、押圧力Pの約６.５５％でフォワード・クラッチ・ピストン２１を軸方向に押圧することになる。したがって、その押圧力は、ダイヤフラム・スプリング２０の付勢力の約１％、リターン・スプリング２９の荷重の約７％に相当する。 FIG. 4 (e) shows the relationship of component forces acting on the ball 34 to act perpendicularly to the first tapered surface 21c of the forward clutch piston 21. As shown in FIG. The component forces in the radial direction and in the axial direction in this case are P cos 2 θ sinψcos ψ and P sin θ cos θ sin θ cos ψ respectively.
Therefore, the force by which the pressing spring 35 pushes the forward clutch piston 21 in the axial direction is P sin θ cos θ sin ψ cos ψ. In the case of the present embodiment in which θ is set to 10 ° and ψ to 25 °, the forward clutch piston 21 is axially pressed at about 6.55% of the pressing force P. Therefore, the pressing force corresponds to about 1% of the biasing force of the diaphragm spring 20 and about 7% of the load of the return spring 29.
　次に実施形態のクラッチ装置の作用につき説明する。
　図１は、動力伝達がない中立状態を示す。このとき、クラッチ締結圧、クラッチ解放圧のいずれも、クラッチ締結圧室３０、クラッチ解放圧室３１に供給されていない。
　したがって、ダイヤフラム・スプリング２０はフリーの状態となっており、ドライブ・プレート１７とドリブン・プレート１８とが押し付けられることもないので、これらの間で伝達可能なトルクは実質的にゼロである。
　フォワード・クラッチ・ピストン２１は、リターン・スプリング２９でフォワード・クラッチ・ドラム７の内側の側壁７cに押し付けられるクラッチ解放位置に確実に戻されその位置を維持している。 Next, the operation of the clutch device of the embodiment will be described.
FIG. 1 shows a neutral state without power transmission. At this time, neither the clutch engagement pressure nor the clutch release pressure is supplied to the clutch engagement pressure chamber 30 and the clutch release pressure chamber 31.
Therefore, since the diaphragm spring 20 is in the free state and the drive plate 17 and the driven plate 18 are not pressed, the torque that can be transmitted therebetween is substantially zero.
The forward clutch piston 21 is reliably returned to the clutch release position where it is pressed against the inner side wall 7 c of the forward clutch drum 7 by the return spring 29 and maintains its position.
　ロック機構３２では、フォワード・クラッチ・ピストン２１がクラッチ解放位置、すなわち、図１、図２中で最も右寄りの位置にあるので、その第１テーパ面２１cの中で図１中最も左側にある部分がボール３４に接触して、これを図１中、右下方向に向けて押圧している。
　この結果、ボール３４は、半径方向の最も内側にあって、そのボール３４の半径方向内側部分がフォワード・クラッチ・ドラム７のボール保持孔３６から半径方向内側へ突出して、サブピストン３３のボール保持部３３bの第２テーパ面３３dに接触している。 In the lock mechanism 32, the forward clutch piston 21 is at the clutch release position, that is, in the rightmost position in FIGS. 1 and 2, so the leftmost portion in FIG. 1 of the first tapered surface 21c. Contacts the ball 34 and presses it in the lower right direction in FIG.
As a result, the ball 34 is radially innermost, and the radially inner portion of the ball 34 protrudes radially inward from the ball holding hole 36 of the forward clutch drum 7 to hold the ball of the sub piston 33 It is in contact with the second tapered surface 33 d of the portion 33 b.
　したがって、サブピストン３３は、押圧スプリング３５でクラッチ締結方向(図１中の左方向)へ付勢されているにもかかわらず、サブピストン３３が上記ボール３４を介して図１において右向きの軸方向へ付勢する力（ロック力）の方が押圧スプリング３５の逆方向の押圧力より強い。この結果、サブピストン３３は、図１の位置に保持される。 Therefore, although the sub-piston 33 is urged in the clutch fastening direction (left direction in FIG. 1) by the pressing spring 35, the sub-piston 33 is directed to the right in FIG. The biasing force (locking force) is stronger than the pressing force in the reverse direction of the pressing spring 35. As a result, the sub piston 33 is held at the position shown in FIG.
　今、ドライバがエンジンを稼働させた状態で、セレクト・レバーを前進レンジへ入れると、コントロール・バルブ装置４２からクラッチ締結圧油がクラッチ締結圧用連通路４０、クラッチ締結圧用孔３７、押圧スプリング３５が挿入されている空間等を通ってクラッチ締結室３０へ向かう。
　クラッチ締結室３０がクラッチ締結圧油で満たされると、その内部の圧が高まって行き、フォワード・クラッチ・ピストン２１はリターン・スプリング２９のリターン力に抗して図１中左側へ移動し始め、次いでドライブ・プレート１７、ドリブン・プレート１８を押し付けながらダイヤフラム・スプリング２０を圧縮し始める。 Now, with the driver operating the engine, when the select lever is moved to the forward range, the clutch engagement pressure oil from the control valve device 42 is the clutch engagement pressure communication passage 40, the clutch engagement pressure hole 37, and the pressure spring 35 Go to the clutch fastening chamber 30 through the inserted space or the like.
When the clutch engagement chamber 30 is filled with the clutch engagement pressure oil, the internal pressure increases, and the forward clutch piston 21 starts moving to the left in FIG. 1 against the return force of the return spring 29, Then, the diaphragm spring 20 starts to be compressed while pressing the drive plate 17 and the driven plate 18.
　ロック機構３２のボール３４は、サブピストン３３の第２テーパ面３３dを介して押圧スプリング３５から図１中左側に向けて押圧力を常に受けているが、今回はさらにサブピストン３３の後面(図１中の右端側の面)に作用するクラッチ締結圧からもサブピストン３３が図１中左側へ押圧されるので、クラッチ解放時よりもさらに強い力でボール３４を半径方向外側へ押し出そうとする。 The ball 34 of the lock mechanism 32 always receives a pressing force from the pressing spring 35 toward the left side in FIG. 1 through the second tapered surface 33 d of the sub piston 33, but this time the back surface of the sub piston 33 (figure Since the sub-piston 33 is also pressed to the left in FIG. 1 from the clutch engagement pressure acting on the surface on the right end side in 1), it is attempted to push the ball 34 radially outward with a stronger force than when releasing the clutch. Do.
　一方、このときフォワード・クラッチ・ピストン２１の上記前進移動に伴い、ボール３４の半径方向外側への移動を抑えていたフォワード・クラッチ・ピストン２１の第１テーパ面２１cも前進する結果、第１テーパ面２１cとボール３４との接触点も半径方向外側へ移動することとなる。すなわち、ボール３４は、半径方向外側へ移動し始める。 On the other hand, at this time, as the forward clutch piston 21 moves forward, the first tapered surface 21c of the forward clutch piston 21 which has suppressed the radial outward movement of the ball 34 also advances, resulting in a first taper The contact point between the surface 21c and the ball 34 also moves radially outward. That is, the balls 34 begin to move radially outward.
　このボール３４の半径方向外側への移動により、ボール３４に第２テーパ面３３dが常に接触するように押圧スプリング３５で押圧されていたサブピストン３３も図１中左側へ向けて移動し始める。 The radially outward movement of the ball 34 causes the sub-piston 33 pressed by the pressure spring 35 to always contact the ball 34 with the second tapered surface 33d, and also starts moving toward the left in FIG.
　このように、クラッチ圧の高まりに応じてダイヤフラム・スプリング２０が圧縮されて行き、この圧縮による弾性力でドライブ・プレート１７とドリブン・プレート１８を押圧する。この結果、これら間に摩擦トルクが発生し、ドライブ・プレート１７とドリブン・プレート１８、したがってフォワード・クラッチ・ドラム７とフォワード・クラッチ・ハブ１５とはスリップしながら入力されたトルクの一部を伝える、図５に示す半クラッチ状態となる。 Thus, the diaphragm spring 20 is compressed in response to the increase of the clutch pressure, and the elastic force of this compression presses the drive plate 17 and the driven plate 18. As a result, a friction torque is generated between them, and the drive plate 17 and the driven plate 18, and hence the forward clutch drum 7 and the forward clutch hub 15 slip while transmitting part of the input torque while slipping. The half clutch state shown in FIG.
　クラッチ締結圧がさらに高まって行くと、ダイヤフラム・スプリング２０が完全に圧縮され図６の状態（最大弾性変形位置にある状態）になる。この状態は、上記スリップが発せず入力された全トルクを伝達可能なクラッチ完全締結状態である。
　この状態では、フォワード・クラッチ・ピストン２１はもはや前進できず、したがって、この時の位置でサブピストン３３やボール３４の最前進位置が決まり、この位置がロック位置となる。 When the clutch engagement pressure further increases, the diaphragm spring 20 is fully compressed to the state of FIG. 6 (the state of being in the maximum elastic deformation position). This state is a clutch completely engaged state capable of transmitting the entire torque input without the occurrence of the slip.
In this state, the forward clutch piston 21 can no longer move forward, so that the position at which the sub piston 33 and the ball 34 move forward is determined, and this position becomes the lock position.
　この後、所定時間後に、コントロール・バルブ装置４２にてクラッチ締結室３０からクラッチ締結圧油を抜く。
　このときフォワード・クラッチ・ピストン２１をクラッチ締結方向に押圧する油圧は無くなるが、ロック機構３２が上記ロック位置で機械的にロックした状態を維持するので、フォワード・クラッチ・ピストン２１も、その位置を維持する。したがって、フォワード・クラッチ１６は締結状態を保ち、フォワード・クラッチ・ドラム７とフォワード・クラッチ・ハブ１５とは一体となって入力された全トルクを伝えながら回転する。 Thereafter, after a predetermined time, the control and valve device 42 removes the clutch engagement pressure oil from the clutch engagement chamber 30.
At this time, the oil pressure for pressing the forward clutch piston 21 in the clutch fastening direction disappears, but since the lock mechanism 32 maintains the mechanically locked state at the above lock position, the forward clutch piston 21 also has its position maintain. Therefore, the forward clutch 16 is kept in the engaged state, and the forward clutch drum 7 and the forward clutch hub 15 rotate together while transmitting the total torque input.
　なお、この完全締結状態にあっては、ダイヤフラム・スプリング２０は完全圧縮された状態になり、そのとき発生する弾性力はドライブ・プレート１７とドリブン・プレート１８との間で入力された全トルクを伝えるのに必要な大きさであればよい。
　また、上記完全締結状態にするにあたっては、ダイヤフラム・スプリング２０を完全圧縮した状態でロック機構３２のロック位置が自動的に決まるので、ダイヤフラム・スプリング２０のばらつきやド経時変化によるライブ・プレート１７とドリブン・プレート１８の摩耗にも関わらず、常に最適なロック位置が確保される。 In this completely tightened state, the diaphragm spring 20 is in a completely compressed state, and the elastic force generated at that time is the total torque input between the drive plate 17 and the driven plate 18. It should just be the size necessary to convey.
Further, since the lock position of the lock mechanism 32 is automatically determined in the state where the diaphragm spring 20 is fully compressed when the above-mentioned complete fastening state is made, the live plate 17 with the variation of the diaphragm spring 20 Regardless of the wear of the driven plate 18, an optimum locking position is always ensured.
　上記締結状態にあるフォワード・クラッチ１６を解放するには、コントロール・バルブ装置４２からクラッチ解放圧油をクラッチ解放圧用連通路４１、クラッチ解放圧用連通孔３８等を通ってクラッチ解放圧室３１に供給する。
　クラッチ解放圧室３１がクラッチ解放圧油で充満され、解放圧が高まって行くと、フォワード・クラッチ・ピストン２１を図１中右側に直接押す圧力も高まるとともに、サブピストン３３の図１中の左端部も解放圧で図１中右側へ押圧されるようになる。 In order to release the forward clutch 16 in the engaged state, clutch release pressure oil is supplied from the control valve device 42 to the clutch release pressure chamber 31 through the clutch release pressure communication path 41, the clutch release pressure communication hole 38 and the like. Do.
As the clutch release pressure chamber 31 is filled with the clutch release pressure oil and the release pressure increases, the pressure that directly pushes the forward clutch piston 21 to the right in FIG. 1 also increases, and the left end of the sub piston 33 in FIG. The part is also pushed to the right in FIG. 1 by the release pressure.
　この結果、上記解放圧によりサブピストン３３は、図１中右側へ押圧されて移動し、フォワード・クラッチ・ピストン２１も上記解放油圧とダイヤフラム・スプリング２０の弾性力およびリターン・スプリング２９の弾性力により図１中右側へ移動する。
　したがって、ボール３４は、後退するサブピストン３３の第２テーパ面３３dに接触しながら、フォワード・クラッチ・ピストン２１の後退にしたがって第１テーパ面２１cにより半径方向内側へ押し込まれて行き、ロック機構３２のロックが解除される。 As a result, the sub-piston 33 is pushed to the right in FIG. 1 by the release pressure and moves, and the forward clutch piston 21 is also moved by the release hydraulic pressure and the elastic force of the diaphragm spring 20 and the elastic force of the return spring 29. Move to the right in FIG.
Therefore, the ball 34 is pushed radially inward by the first tapered surface 21 c as the forward clutch piston 21 retreats while in contact with the second tapered surface 33 d of the sub-piston 33 to be retracted, and the locking mechanism 32 Is unlocked.
　ダイヤフラム・スプリング２０は、圧縮弾性変形状態から元の状態に戻る結果、ドライブ・プレート１７とドリブン・プレート１８への押圧力はなくなり、フォワード・クラッチ・ハブ１５はフォワード・クラッチ・ドラム７からフリーとなる。また、フォワード・クラッチ・ピストン２１は、リターン・スプリング２９によりフォワード・クラッチ・ドラム７の側壁７cに押し付けられ、その位置を維持する。
　フォワード・クラッチ１６の解放が確実に終えた時間が経ったら、コントロール・バルブ装置４２がクラッチ解放圧室３１からクラッチ解放圧油を抜いて、図１に示す状態になる。 As a result of the diaphragm spring 20 returning from the compression elastic deformation state to the original state, the pressing force on the drive plate 17 and the driven plate 18 disappears, and the forward clutch hub 15 is released from the forward clutch drum 7 Become. Also, the forward clutch piston 21 is pressed against the side wall 7c of the forward clutch drum 7 by the return spring 29 and maintains its position.
When it is time for the forward clutch 16 to be completely released, the control valve device 42 removes the clutch release pressure oil from the clutch release pressure chamber 31, and the state shown in FIG. 1 is obtained.
　以上に説明した実施形態のクラッチ装置の効果について以下に説明する。
　実施形態のクラッチ装置では、クラッチ締結位置にフォワード・クラッチ・ピストン２１の位置を、ダイヤフラム・スプリング２０を圧縮した状態でロック機構３２により保持するようにし、そのときクラッチ締結圧を抜くあるいは低減するようにしたので、クラッチ締結継続中におけるクラッチ油圧の保持が不要になる分、またこのときクラッチ締結圧で相対回転する部材間に配置されたシール部材２５a～２５c等にフリクション・ロスの原因となる高圧のクラッチ油圧が作用しない分、エネルギ・ロスを低減して燃費を向上することができる。
　特に、クラッチ装置がフォワード・クラッチ１６であり、走行中長時間締結状態を保つので、上記効果は大きい。 The effects of the clutch device of the embodiment described above will be described below.
In the clutch device of the embodiment, the position of the forward clutch piston 21 is held at the clutch engagement position by the lock mechanism 32 in a state where the diaphragm spring 20 is compressed, and then the clutch engagement pressure is released or reduced. Because holding of the clutch oil pressure during clutch engagement is not necessary is unnecessary, and also high pressure causing friction loss in the seal members 25a to 25c and the like disposed between the members rotating relative to each other by the clutch engagement pressure. Since the clutch hydraulic pressure does not act, energy loss can be reduced and fuel consumption can be improved.
In particular, since the clutch device is the forward clutch 16 and is kept engaged for a long time during traveling, the above effect is large.
　また、ロック機構３２は、ダイヤフラム・スプリング２０によって伝達トルクが担保されるとき、フォワード・クラッチ・ピストン２１の軸方向への移動を機械的に規制するロック位置を、ダイヤフラム・スプリング２０の最大弾性変形位置、本実施形態では完全圧縮位置に応じて軸方向に可変にするようにしたので、ダイヤフラム・スプリング２０等の製造上のばらつきや経時変化によるドライブ・プレート１７、ドリブン・プレート１８の摩耗等があった場合でも、常に自動的にロック位置が決まるので、コストを易く抑えることが可能となる。 In addition, the lock mechanism 32 performs maximum elastic deformation of the diaphragm spring 20 such that the lock position mechanically restricts axial movement of the forward clutch piston 21 when transmission torque is secured by the diaphragm spring 20. Since the position, in this embodiment, is made variable in the axial direction according to the complete compression position, the wear of the drive plate 17 and the driven plate 18 due to the manufacturing variations and the aging of the diaphragm spring 20 etc. Even when there is a problem, the lock position is always determined automatically, so cost can be reduced easily.
　ロック機構３２は、フォワード・クラッチ・ピストン２１の第１テーパ面２１c、第１テーパ面と異なるテーパ角度を有する第２テーパ面３３dを設けたサブピストン３３、ボール３４、押圧スプリング３５等で構成したので、クラッチ締結圧の付与でロック機構３２をロックすることができ、クラッチ締結圧を抜いた状態でのクラッチ解放圧（したがって、解放圧は小さくできる）の付与でロックを解除することができる。また、ロック機構３２は、安価に製造することができる。 The lock mechanism 32 is composed of a first tapered surface 21c of the forward clutch piston 21, a sub piston 33 provided with a second tapered surface 33d having a taper angle different from the first tapered surface, a ball 34, a pressing spring 35 and the like. Therefore, the lock mechanism 32 can be locked by the application of the clutch engagement pressure, and the lock can be released by the application of the clutch release pressure (therefore, the release pressure can be reduced) in a state where the clutch engagement pressure is released. Also, the lock mechanism 32 can be manufactured inexpensively.
　さらに、上記ロック機構３２の構成により、フォワード・クラッチ・ピストン２１の反力がサブピストン３３を押圧する力と、サブピストン３３の反力がフォワード・クラッチ・ピストン２１を押圧する力とを、ボール３４、第１テーパ面２１c、第２テーパ面３３dを用いて分散させることができ、この結果、フォワード・クラッチ・ピストン２１やサブピストン３３へ応力が集中するのを抑制することが可能となる。 Further, with the configuration of the lock mechanism 32, the force that the reaction force of the forward clutch piston 21 presses the sub piston 33 and the force that the reaction force of the sub piston 33 presses the forward clutch piston 21 It is possible to disperse using the first tapered surface 21c and the second tapered surface 33d, and as a result, it is possible to suppress concentration of stress on the forward clutch piston 21 and the sub piston 33.
　以上、本発明を上記各実施形態に基づき説明してきたが、本発明は上記実施形態に限られず、本発明の要旨を逸脱しない範囲で設計変更等があった場合でも、本発明に含まれる。 Although the present invention has been described above based on the above embodiments, the present invention is not limited to the above embodiments, and is included in the present invention even if there is a design change or the like without departing from the scope of the present invention.
　たとえば、本発明のクラッチ装置で用いる弾性部材としては、実施形態のダイヤフラム・スプリング２０に限られず他のスプリングでも良い。また、その個数は複数個用いてもよく、その位置もフォワード・クラッチ・ピストン２１と摩擦プレート（ドライブ・プレート７など）との間に配置するようにしてもよい。 For example, the elastic member used in the clutch device of the present invention is not limited to the diaphragm spring 20 of the embodiment but may be another spring. Also, the number may be more than one, and the position may also be disposed between the forward clutch piston 21 and the friction plate (such as the drive plate 7).
　また、本発明のクラッチ装置は、無段変速機に限られず、他の装置に用いてもよく、またフォワード・クラッチ以外のクラッチ装置に適用するようにしてもよい。 Further, the clutch device of the present invention is not limited to the continuously variable transmission, and may be used for other devices, and may be applied to a clutch device other than a forward clutch.
　　１　　　　前後進切り替え装置
　　７　　　　フォワード・クラッチ・ドラム（第１部材；第２部材）
　　９B　　　ケース側部材（静止部）
　　１５　　　　フォワード・クラッチ・ハブ（第２部材；第１部材）
　　１６　　　　フォワード・クラッチ
　　１７　　　　ドライブ・プレート（第１摩擦プレート；第２摩擦プレート）
　　１８　　　　ドリブン・プレート（第２摩擦プレート；第１摩擦プレート）
　　２０　　　　ダイヤフラム・スプリング（弾性部材）
　　２１　　　　フォワード・クラッチ・ピストン（クラッチ・ピストン）
　　２６　　　　仕切りプレート
　　３０　　　　クラッチ締結圧室（クラッチ締結圧部）
　　３１　　　　クラッチ解放圧室
　　３２　　　　ロック機構
　　３３　　　　サブピストン
　　３４　　　　ボール
　　３５　　　　押圧スプリング
　　３６　　　　ボール保持孔(貫通孔)
　　４２　　　　コントロール・バルブ装置（クラッチ締結油圧低減部） 1 Forward-reverse switching device 7 Forward clutch drum (first member; second member)
9B Case side member (stationary part)
15 Forward clutch hub (second member; first member)
16 forward clutch 17 drive plate (first friction plate; second friction plate)
18 driven plate (second friction plate; first friction plate)
20 diaphragm spring (elastic member)
21 Forward clutch piston (clutch piston)
26 partition plate 30 clutch engagement pressure chamber (clutch engagement pressure portion)
31 clutch release pressure chamber 32 lock mechanism 33 sub piston 34 ball 35 pressure spring 36 ball holding hole (through hole)
42 Control valve device (clutch engagement hydraulic pressure reduction unit)

Claims (4)

  1. 　同軸上で相対回転可能な第１部材および第２部材と、
    　前記第１部材および前記第２部材のうちの一方に係合された第１摩擦プレートおよび前記第１部材および前記第２部材のうちの他方に係合されたおよび第２摩擦プレートと、
    　前記第１部材および前記第２部材間でトルクを伝達可能とすべく、前記第１プレートと前記第２プレートとを互いに押圧するクラッチ・ピストンにクラッチ締結油圧を作用させて該ピストンをクラッチ締結方向に移動させるクラッチ締結油供給部と、
    　前記第１プレートと前記第２プレートとに該両プレートを押圧する弾性力を作用可能で、前記クラッチ・ピストンのクラッチ締結方向への移動時に、前記伝達トルクを担保する弾性部材と、
    　該弾性部材によって前記伝達トルクが担保されるとき、前記クラッチ・ピストンの軸方向への移動を機械的に規制するロック位置を、前記弾性部材の最大弾性変形位置に応じて前記軸方向に可変にするロック機構と、
    　該ロック機構によるロック時に前記クラッチ締結油圧を運転状況に応じて低減可能なクラッチ締結油圧低減部と、
    　を備えたことを特徴とするクラッチ装置。     First and second members coaxially relatively rotatable;
    A first friction plate engaged with one of the first member and the second member, and a second friction plate engaged with the other of the first member and the second member;
    In order to be able to transmit torque between the first member and the second member, a clutch fastening hydraulic pressure is applied to a clutch and a piston which press the first plate and the second plate to each other so that the piston is engaged in the clutch fastening direction A clutch engagement oil supply unit to be moved to
    An elastic member capable of exerting an elastic force pressing the first and second plates against the first and second plates to secure the transmission torque when the clutch and piston move in the clutch fastening direction;
    When the transmission torque is secured by the elastic member, a lock position that mechanically restricts the axial movement of the clutch / piston can be varied in the axial direction according to the maximum elastic deformation position of the elastic member. Lock mechanism, and
    A clutch engagement hydraulic pressure reduction unit capable of reducing the clutch engagement hydraulic pressure according to the operating condition at the time of locking by the lock mechanism;
    A clutch device characterized by comprising:
  2. 　請求項１に記載のクラッチ装置において、
    　前記ロック機構は、前記クラッチ締結油圧の供給により前記ロックし、前記クラッチ・ピストンに作用させてクラッチ解放を行うクラッチ解放圧により前記ロックを解除する、
    　ことを特徴とするクラッチ装置。     In the clutch device according to claim 1,
    The lock mechanism locks by supply of the clutch engagement hydraulic pressure, and releases the lock by a clutch release pressure that causes the clutch and piston to release the clutch.
    A clutch device characterized by
  3. 　請求項１又は請求項２に記載のクラッチ装置において、
    　前記弾性部材は、ダイヤフラム・スプリングであり、
    　該ダイヤフラム・スプリングは、クラッチ締結継続中は完全圧縮された前記最大弾性変形位置を維持する状態になっている、
    　ことを特徴とするクラッチ装置。     In the clutch device according to claim 1 or 2,
    The elastic member is a diaphragm spring,
    The diaphragm spring is in a state to maintain the fully compressed and elastically deformed position while the clutch engagement is continued.
    A clutch device characterized by
  4. 　請求項１乃至３のいずれか１項に記載のクラッチ装置において、
    　前記ロック機構は、前記クラッチ・ピストンに設けた第１テーパ面と、
    　前記クラッチ締結圧によりクラッチ締結方向へ、またクラッチ解放圧によりクラッチ解放方向へそれぞれ移動可能で、前記第１テーパ面とはテーパ角度が異なる第２テーパ面を設けたサブピストンと、
    　該サブピストンをクラッチ締結方向に押圧する押圧スプリングと、
    　前記両テーパ面の間に配設し、貫通孔を設けた静止部と、
    　前記貫通孔に前記クラッチ・ピストンの半径方向へ移動可能に挿入されて、前記第１テーパ面と前記第２テーパ面とに接触し、前記ロック位置で前記クラッチ・ピストン保持可能なロック部材と、
    　備えたことを特徴とするクラッチ装置。     The clutch device according to any one of claims 1 to 3.
    The lock mechanism includes a first tapered surface provided on the clutch and the piston.
    A sub-piston provided with a second tapered surface which is movable in the clutch engaging direction by the clutch engaging pressure and in the clutch releasing direction by the clutch releasing pressure, and has a second tapered surface different in taper angle from the first tapered surface;
    A pressing spring for pressing the sub piston in a clutch fastening direction;
    A stationary portion disposed between the two tapered surfaces and provided with a through hole;
    A lock member which is inserted in the through hole so as to be movable in the radial direction of the clutch and piston, contacts the first tapered surface and the second tapered surface, and can hold the clutch and piston in the locked position;
    The clutch apparatus characterized by having.
PCT/JP2013/073735 2012-09-26 2013-09-04 Clutch device WO2014050463A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012212212A JP5683548B2 (en) 2012-09-26 2012-09-26 Clutch device
JP2012-212212 2012-09-26

Publications (1)

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WO2014050463A1 true WO2014050463A1 (en) 2014-04-03

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110603388A (en) * 2017-05-04 2019-12-20 戴姆勒股份公司 Clutch device

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100179026A1 (en) * 2009-01-12 2010-07-15 Gm Global Technology Operations, Inc. Latching clutch assembly and method of operating the same
JP2010242852A (en) * 2009-04-06 2010-10-28 Honda Motor Co Ltd Frictionally engaging device

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100179026A1 (en) * 2009-01-12 2010-07-15 Gm Global Technology Operations, Inc. Latching clutch assembly and method of operating the same
JP2010242852A (en) * 2009-04-06 2010-10-28 Honda Motor Co Ltd Frictionally engaging device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110603388A (en) * 2017-05-04 2019-12-20 戴姆勒股份公司 Clutch device
CN110603388B (en) * 2017-05-04 2020-11-13 戴姆勒股份公司 Clutch device

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JP5683548B2 (en) 2015-03-11

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