WO2015146465A1 - Multi-plate clutch mechanism - Google Patents

Multi-plate clutch mechanism Download PDF

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Publication number
WO2015146465A1
WO2015146465A1 PCT/JP2015/055675 JP2015055675W WO2015146465A1 WO 2015146465 A1 WO2015146465 A1 WO 2015146465A1 JP 2015055675 W JP2015055675 W JP 2015055675W WO 2015146465 A1 WO2015146465 A1 WO 2015146465A1
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Prior art keywords
clutch
guide
hub
axial
clutch hub
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PCT/JP2015/055675
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French (fr)
Japanese (ja)
Inventor
原　尚子
征利 坂藤
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本田技研工業株式会社
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Priority to JP2016510164A priority Critical patent/JP6351708B2/en
Publication of WO2015146465A1 publication Critical patent/WO2015146465A1/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
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D13/68—Attachments of plates or lamellae to their supports
    • F16D13/683—Attachments of plates or lamellae to their supports for clutches with multiple lamellae
    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members

Definitions

  • the present invention relates to a multi-plate clutch mechanism in a vehicle power transmission device, and to an improvement for improving torque accuracy in the multi-plate clutch mechanism.
  • a wet multi-plate clutch has been widely used in power transmission devices for vehicles and the like.
  • a wet multi-disc clutch or the like a plurality of friction discs and a plurality of separator plates are alternately disposed, and both are pressure-contacted with each other by hydraulic pressure to transmit torque.
  • lubricating oil is interposed between the contact surfaces of the friction material provided on the side surface of the friction disc and the separator plate. It prevents them from sticking together.
  • FIG. 4 is a diagram for explaining the definition of the transmission torque hysteresis.
  • the horizontal axis represents the "target torque” expected of the clutch with respect to a certain thrust
  • the vertical axis represents the "actual torque” obtained with the clutch for a certain thrust.
  • transmission torque hysteresis or torque hysteresis.
  • Patent Document 1 As a method of improving torque accuracy in a wet multi-plate clutch, for example, Patent Document 1 below arranges a plurality of friction members at intervals in the circumferential direction in a friction disc and discharges lubricating oil between adjacent friction members. Forming an oil passage and increasing the passage width of the oil passage from the inner side to the outer side in the radial direction to improve the discharge of lubricating oil interposed between the plates in the wet multi-plate clutch Discloses a technology for reducing the low non-engagement co-rotation.
  • Patent Document 1 in the configuration in which the torque accuracy is improved by improving the structure for discharging the lubricating oil, it is necessary to provide a special mechanism, so that an installation space is required, and It is disadvantageous in that the cost is high.
  • the present invention has been made in view of the above-mentioned point, and a multi-plate clutch mechanism of a power transmission device capable of improving the torque accuracy by reducing the hysteresis of transmission torque at low cost without providing a special mechanism. Intended to be provided.
  • a multi-disc clutch mechanism is a clutch mechanism of a power transmission device (10) for transmitting a driving force input from a power source to an input shaft (4) to an output shaft (7) through a wet multi-disc clutch.
  • a clutch guide (51) spline-fitted to the input shaft, a clutch hub (52) spline-fitted to the output shaft, and the clutch hub and the clutch guide are disposed
  • a clutch mechanism including a plurality of frictional engagement elements (53, 54) and an actuating member (56) engaging the frictional engagement elements with one another to engage the clutch, the clutch hub and the clutch guide
  • the clutch hub (52) can slide relative to the output shaft (7) more than an axial change due to the rigidity of the clutch guide (51) and the frictional engagement element (53, 54) that occurs after the start of fastening It is characterized in that it is set
  • the axial clearance (72) of the clutch hub is determined by the clutch hub (52) having an output shaft (an axial displacement more than axial displacement of the clutch guide (51) and the frictional engagement elements (53, 54) after start of engagement).
  • the clutch hub is set in the axial direction of the output shaft according to the propulsive force from the actuating member when the clutch is set by the actuating member (56) by being set so as to be slidably large relative to 7). It can move along.
  • the movement of the clutch hub distributes the sliding resistance of the frictional engagement element (54) to be offset as a whole, thereby reducing the torque transmission hysteresis.
  • the clutch guide (51) has its clearance adjusted by first and second shims (60, 62) disposed at both axial ends, and the clutch hub (52) is formed by The clearance is adjusted only by the shim (60).
  • the clearance of the clutch hub is kept constant with the clutch guide (51) and the frictional engagement element (53, 54) while keeping the clearance of the clutch guide constant. It can be set to be larger than the axial displacement after the start of fastening.
  • the present invention it is possible to reduce the hysteresis of the transmission torque and improve the torque accuracy at a low cost without providing a special mechanism in the multi-plate clutch mechanism.
  • FIG. 2 is an enlarged cross-sectional view of a portion related to the clutch mechanism shown in FIG. 1;
  • FIG. 6 is a view for explaining a state of reduction in transmission torque hysteresis in the clutch mechanism shown in FIG. 1. The figure explaining the definition of torque hysteresis.
  • a power transmission apparatus for a vehicle according to an embodiment of the present invention shown in FIG. 1 is configured as a differential mechanism 10 for distributing rotation of a drive shaft 1 to left and right wheels (not shown).
  • the drive shaft 1 is coupled to a propeller shaft (not shown) to transmit rotational motion from a drive source (engine) (not shown).
  • the differential mechanism 10 includes a drive bevel gear 2 integrally rotating with the drive shaft 1, a driven bevel gear 3 meshing with the drive bevel gear 2, and a drive shaft 1 orthogonal to the drive shaft 1 and coupled to rotate integrally with the driven bevel gear 3. And a left and right output shafts 7 for transmitting the outputs of the respective clutch mechanisms 5 to left and right wheels (not shown). .
  • the left and right clutch mechanisms 5 may have the same configuration, and have the same reference numerals.
  • the left and right output shafts 7 may have the same configuration, and the same reference numerals are given.
  • the center shaft 4 is supported by the case of the differential mechanism 10 through the tapered bearings 11 and 12, and the driven bevel gear 3 is fixed, so that the entire center shaft 4 rotates integrally.
  • a plurality of spline teeth are formed in the circumferential direction at left and right ends of the center shaft 4 and splined so as to integrally rotate with the clutch guides 51 of the corresponding clutch mechanisms 5 and 6.
  • the center shaft 4 corresponds to the "input shaft” in the present invention as viewed from the clutch mechanism 5
  • the output shaft 7 corresponds to the "output shaft” in the present invention as viewed from the clutch mechanism 5.
  • the clutch mechanisms 5 are each composed of a wet multi-plate clutch.
  • the clutch mechanism 5 includes a clutch guide 51 and a clutch hub 52 accommodated in a clutch case 15 of the power transmission device, a plurality of separator plates 53 disposed between the clutch hub 52 and the clutch guide 51, and a plurality of friction disks.
  • a piston 56 for engaging the plurality of separator plates 53 and the plurality of friction disks 54 with each other to engage the clutch mechanism 5 is provided.
  • the clutch guide 51 splines with the center shaft 4 and rotates integrally with the center shaft 4.
  • the clutch hub 52 is splined to the output shaft 7, is rotatably attached to the clutch case 15 via a bearing 14, and integrally rotates with the output shaft 7.
  • the clutch guide 51 and the clutch hub 52 are mutually bearing through the bearing 13 and are relatively rotatable.
  • a plurality of separator plates 53 are spline-connected to the clutch guide 51 at predetermined intervals in the axial direction, and a plurality of friction disks 54 are spline-connected to the clutch hub 52 at predetermined intervals in the axial direction,
  • the separator plates 53 and the friction disks 54 are arranged in combination so as to be alternately arranged in the axial direction.
  • a piston 56 is disposed opposite to the outer side (left end in FIG. 2) of the separator plate 53 splined to the clutch guide 51.
  • the piston 56 is hydraulically controlled (or may be electromagnetically controlled) to obtain a necessary clutch engagement amount. When the clutch is engaged, the piston 56 is hydraulically driven in the axial direction (right direction in FIG.
  • the piston 56 is hydraulically controlled (or may be electromagnetically controlled) to obtain a necessary clutch engagement amount.
  • the clutch guide 51 is attached to the clutch case 15 via the first shim 60 and the second shim 62.
  • the axial clearance of the clutch guide 51 is adjusted by the first shim 60 and the second shim 62.
  • the clutch guide 51 is fixed to the piston 56 in the clutch case 15 by the first shim 60 and the second shim 62 disposed at both axial ends.
  • the axial clearance of the clutch guide 51 is a clearance between the first shim 60 and the second shim 62 shown by a double arrow 70 in FIG. 2, which is called "clutch clearance".
  • the clearance in the axial direction is adjusted only by the first shim 60 disposed at one end in the axial direction.
  • the axial clearance of the clutch hub 52 is a clearance between the first shim 60 and the bearing 14 shown by a double arrow 72 in FIG. 2, which is called "axial clearance".
  • the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 engaged after the start of fastening when raising or lowering the thrust pressing the separator plate 53 and the friction disc 54.
  • the axial clearance 72 is set so that the clutch hub 52 can slide relative to the output shaft 7 more than the change in the axial direction due to the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 that occurs after the start of engagement. .
  • the setting of the axial clearance 72 is made to change the size of the axial clearance 72 by mutually adjusting the sizes of the first shim 60 and the second shim 62 while keeping the size of the clutch clearance 70 constant. . Specifically, the thickness of the second shim 62 is increased to increase the axial clearance 72, while the thickness of the first shim 60 is increased as the thickness of the second shim 62 is decreased, so that the clutch clearance is kept constant. To do.
  • the clutch hub 52 is relative to the clutch guide 51.
  • it has a freedom to move in the axial direction (rightward in FIG. 2), that is, it can slide on the output shaft 7.
  • the clutch hub 52 is axially displaced (displaced) in response to the axial propulsive force from the piston 56, the sliding resistance of the friction disc 54 is distributed so as to offset as a whole. As a result, it is possible to reduce the torque transmission hysteresis.
  • FIG. 3 compares the transmission torque in the case where the clutch hub 52 is free to move in the axial direction (slidable with respect to the output shaft 7) as in this embodiment and the case where the clutch hub 52 is fixed. It is a clutch simulation diagram for.
  • the transmission torque “ ⁇ r (6F-9f)” decreases on the rising side of the piston thrust F shown in FIG. 3A, while the lowering side of the piston thrust F shown in FIG. Then, as the transmission torque “ ⁇ r (6F + 9f)” increases, the hysteresis of the transmission torque becomes large.
  • the hysteresis of the transmission torque in this case can be expressed as “ ⁇ r 18 f”.
  • the hysteresis of the transmission torque in the configuration in which the clutch hub 52 can freely move is the transmission torque " ⁇ r (6F-4f)" when raising the piston thrust F and the transmission torque " ⁇ r (6F + 4f) when lowering the thrust F".
  • the magnitude of the hysteresis “ ⁇ r 8 f” in the state where the clutch hub 52 can freely move as in the present embodiment is the hysteresis at the time of fixing the clutch hub as shown in FIGS. 3A and 3B.
  • the size is reduced to 4/9 as compared to the size " ⁇ r18f".
  • a special mechanism is provided by the simple configuration of setting the clearance of the clutch guide 51 in the axial direction and the clearance of the clutch hub 52 in the axial direction. It is possible to reduce the hysteresis of the transmission torque at low cost and to improve the torque accuracy. For this reason, it is possible to effectively reduce the occurrence of inconveniences such as co-rotation at the time of clutch non-engagement, for example.
  • the first shim 60 and the second shim 62 have been described as an example of the mechanism for adjusting the clearance in the axial direction of the clutch guide 51 and the clutch hub 52.
  • the mechanism for adjusting the clearance is a clutch While maintaining the clearance 70 constant, the axial clearance 72 causes the clutch hub 52 to slide against the output shaft 7 more than the change in the axial direction due to the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 Any configuration may be used as long as it can be set so as to be movable.
  • the above embodiment shows an example in which the clutch mechanism according to the present invention is applied to the differential mechanism 10 for distributing the rotational driving force to the left and right wheels (rear wheels).
  • the present invention is not limited to this, and the wet multi-plate clutch mechanism according to the present invention can be applied to other power transmission devices.

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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

A clutch mechanism (5) is provided with: a clutch guide (51) coupled to an input shaft through splines; a clutch hub (52) coupled to an output shaft through splines; friction clutch elements (53, 54) arranged between the clutch hub (52) and the clutch guide (51); and an operating member (56) for engaging the clutch by engaging the friction clutch elements with each other. The axial positions of the clutch guide (51) and the clutch hub (52) are affixed relative to a clutch case (15) through shims (60, 62), and the axial clearance (72) of the clutch hub is set so that, in order to enable the clutch hub (52) to slide relative to the output shaft (7), the axial clearance (72) is greater than an axial change which occurs due to the rigidity of the clutch guide (51) and of the friction clutch elements (53, 54) after the start of clutch engagement. Thus, in a multi-plate clutch, the hysteresis of torque to be transmitted is reduced to improve the accuracy of torque at low cost without providing a special mechanism.

Description

多板クラッチ機構Multi-plate clutch mechanism
　本発明は、車輛用動力伝達装置における多板クラッチ機構に関し、多板クラッチ機構におけるトルク精度を向上させるための改良に関する。 The present invention relates to a multi-plate clutch mechanism in a vehicle power transmission device, and to an improvement for improving torque accuracy in the multi-plate clutch mechanism.
　従来、車輛用動力伝達装置などには、湿式多板クラッチが広く用いられている。この種、湿式多板クラッチ等は、複数枚のフリクションディスクと複数枚のセパレータプレートとを交互に配置し、両者を油圧で圧接させてトルクを伝達するようになっており、湿式多板クラッチ等の非締結時（フリクションディスクとセパレータプレートとが離間されてトルク伝達が不可能な状態をいう）においては、フリクションディスクの側面に設けた摩擦材とセパレータプレートとの接触面間に潤滑油を介在させて相互間の焼き付きを防止している。 Heretofore, a wet multi-plate clutch has been widely used in power transmission devices for vehicles and the like. In this type, a wet multi-disc clutch or the like, a plurality of friction discs and a plurality of separator plates are alternately disposed, and both are pressure-contacted with each other by hydraulic pressure to transmit torque. In the non-fastening state (when the friction disc and the separator plate are separated and torque can not be transmitted), lubricating oil is interposed between the contact surfaces of the friction material provided on the side surface of the friction disc and the separator plate. It prevents them from sticking together.
　従来の湿式多板クラッチでは、フリクションディスクとセパレータプレートとを押圧する推力を上昇又は下降させる際に、クラッチの締結開始後に係合する各部品の剛性により軸方向の変位が生じる。このとき、それら係合する各部品に軸方向の自由度がない又は少ないために、前記変位とは反対方向に生じる摺動抵抗の方向が揃う。このため、摩擦面に働く垂直荷重が推力上昇側で減る一方、推力下降側で増えることにより、伝達トルクのヒステリシスが大きかった。 In the conventional wet multi-plate clutch, when raising or lowering the thrust pressing the friction disc and the separator plate, an axial displacement occurs due to the rigidity of each component engaged after the start of engagement of the clutch. At this time, since the parts engaged with each other do not have or do not have an axial degree of freedom, the direction of the sliding resistance occurring in the opposite direction to the displacement is aligned. For this reason, while the vertical load acting on the friction surface decreases on the thrust rising side, the hysteresis on the transmission torque is large by increasing on the thrust lowering side.
　図４は、伝達トルクのヒステリシスの定義を説明する図である。横軸は、或る推力に対してそのクラッチで期待される「狙いトルク」を表し、縦軸は或る推力に対して当該クラッチで得られる「実トルク」を表す。図４に示す通り、各狙いトルクにおいて、推力が上昇する場合の実トルクと推力が下降する場合の実トルクに差がある。この上昇時と下降時のトルクの差を伝達トルクのヒステリシス（又はトルクヒステリシス）という。伝達トルクのヒステリシスが大きいほど、トルク精度（すなわち、或る推力に応じた狙いトルクに対する実トルクの差分）が悪くなる。 FIG. 4 is a diagram for explaining the definition of the transmission torque hysteresis. The horizontal axis represents the "target torque" expected of the clutch with respect to a certain thrust, and the vertical axis represents the "actual torque" obtained with the clutch for a certain thrust. As shown in FIG. 4, in each target torque, there is a difference between the actual torque when the thrust increases and the actual torque when the thrust decreases. The difference between the rising and falling torques is referred to as transmission torque hysteresis (or torque hysteresis). The greater the transmission torque hysteresis, the worse the torque accuracy (i.e., the difference between the actual torque and the target torque corresponding to a certain thrust).
　湿式多板クラッチにおいてトルク精度を向上する手法として、例えば下記特許文献１は、フリクションディスクにおいて、複数の摩擦材を周方向に間隔を隔てて配置して隣接する摩擦材間に潤滑油を排出するための油路を形成するとともに、該油路の路幅を半径方向内側から外側へ向かって順次大きくすることにより、湿式多板クラッチにおいてプレートの間に介在された潤滑油の排出性を向上し、低非締結時の連れ回りを低減するようにした技術を開示している。 As a method of improving torque accuracy in a wet multi-plate clutch, for example, Patent Document 1 below arranges a plurality of friction members at intervals in the circumferential direction in a friction disc and discharges lubricating oil between adjacent friction members. Forming an oil passage and increasing the passage width of the oil passage from the inner side to the outer side in the radial direction to improve the discharge of lubricating oil interposed between the plates in the wet multi-plate clutch Discloses a technology for reducing the low non-engagement co-rotation.
　しかし、上記の特許文献１のように、潤滑油を排出する構造を改良することによりトルク精度を向上する構成では、特別な機構を設ける必要があるため、設置スペースが必要となる点、及び、コストが嵩むという点で不利である。 However, as in Patent Document 1 described above, in the configuration in which the torque accuracy is improved by improving the structure for discharging the lubricating oil, it is necessary to provide a special mechanism, so that an installation space is required, and It is disadvantageous in that the cost is high.
特開２００３‐９０３７０号公報Japanese Patent Application Laid-Open No. 2003-90370
　本発明は上述の点に鑑みてなされたもので、特別な機構を設けることなく低コストで、伝達トルクのヒステリシスを低減してトルク精度を向上できるようにした動力伝達装置の多板クラッチ機構を提供することを目的とする。 The present invention has been made in view of the above-mentioned point, and a multi-plate clutch mechanism of a power transmission device capable of improving the torque accuracy by reducing the hysteresis of transmission torque at low cost without providing a special mechanism. Intended to be provided.
　本発明に係る多板クラッチ機構は、動力源から入力軸（４）に入力される駆動力を、湿式多板クラッチを介して出力軸（７）に伝達する動力伝達装置（１０）のクラッチ機構（５）であって、前記入力軸にスプライン嵌合されるクラッチガイド（５１）と、前記出力軸にスプライン嵌合されるクラッチハブ（５２）と、前記クラッチハブおよび前記クラッチガイド間に配置された複数の摩擦係合要素（５３，５４）と、前記摩擦係合要素を相互に係合させて前記クラッチを締結する作動部材（５６）とを備えるクラッチ機構において、前記クラッチハブ及び前記クラッチガイドそれぞれの軸方向へのクリアランスを調整するためのシム（６０、６２）を備え、前記シムを介して固定されたクラッチハブの軸方向へのクリアランス（７２）は、締結開始後に生じる前記クラッチガイド（５１）及び前記摩擦係合要素（５３、５４）の剛性による軸方向の変化よりも、当該クラッチハブ（５２）が出力軸（７）に対して摺動可能に大きくなるように設定されることを特徴とする。 A multi-disc clutch mechanism according to the present invention is a clutch mechanism of a power transmission device (10) for transmitting a driving force input from a power source to an input shaft (4) to an output shaft (7) through a wet multi-disc clutch. (5), wherein a clutch guide (51) spline-fitted to the input shaft, a clutch hub (52) spline-fitted to the output shaft, and the clutch hub and the clutch guide are disposed A clutch mechanism including a plurality of frictional engagement elements (53, 54) and an actuating member (56) engaging the frictional engagement elements with one another to engage the clutch, the clutch hub and the clutch guide An axial clearance (72) of a clutch hub fixed with shims (60, 62) for adjusting the axial clearance of each of the clutch hubs The clutch hub (52) can slide relative to the output shaft (7) more than an axial change due to the rigidity of the clutch guide (51) and the frictional engagement element (53, 54) that occurs after the start of fastening It is characterized in that it is set to be large.
　クラッチハブの軸方向へのクリアランス（７２）は、前記クラッチガイド（５１）及び前記摩擦係合要素（５３、５４）の締結開始後の軸方向変位よりも、クラッチハブ（５２）が出力軸（７）に対して摺動可能に大きくなるよう設定されることにより、作動部材（５６）によりクラッチを締結する際に、作動部材からの推進力に応じて、クラッチハブは出力軸の軸方向に沿って移動可能である。このクラッチハブの移動により、摩擦係合要素（５４）の摺動抵抗が、全体として相殺するように分布するため、トルク伝達のヒステリシスを低減することができる。 The axial clearance (72) of the clutch hub is determined by the clutch hub (52) having an output shaft (an axial displacement more than axial displacement of the clutch guide (51) and the frictional engagement elements (53, 54) after start of engagement). The clutch hub is set in the axial direction of the output shaft according to the propulsive force from the actuating member when the clutch is set by the actuating member (56) by being set so as to be slidably large relative to 7). It can move along. The movement of the clutch hub distributes the sliding resistance of the frictional engagement element (54) to be offset as a whole, thereby reducing the torque transmission hysteresis.
　一実施形態において、前記クラッチガイド（５１）は、軸方向の両端に配置された第１及び第２シム（６０,６２）により前記クリアランスを調整され、前記クラッチハブ（５２）は、前記第１シム（６０）のみにより前記クリアランスを調整される。この場合、第１及び第２シムを相互調整することで、クラッチガイドのクリアランスを一定に保つようにしつつ、クラッチハブのクリアランスを前記クラッチガイド（５１）及び前記摩擦係合要素（５３、５４）の締結開始後の軸方向変位よりも大きくするように設定することができる。 In one embodiment, the clutch guide (51) has its clearance adjusted by first and second shims (60, 62) disposed at both axial ends, and the clutch hub (52) is formed by The clearance is adjusted only by the shim (60). In this case, by mutually adjusting the first and second shims, the clearance of the clutch hub is kept constant with the clutch guide (51) and the frictional engagement element (53, 54) while keeping the clearance of the clutch guide constant. It can be set to be larger than the axial displacement after the start of fastening.
　なお、上記で括弧内に記した図面参照符号は、後述する実施形態において対応する構成要素等を参考のために例示したものである。 The reference numerals of the drawings described in the parentheses above are the corresponding components and the like in the embodiments to be described later for reference.
　本発明によれば、多板クラッチ機構において、特別な機構を設けることなく低コストで、伝達トルクのヒステリシスを低減してトルク精度を向上できるという、という優れた効果を奏する。 According to the present invention, it is possible to reduce the hysteresis of the transmission torque and improve the torque accuracy at a low cost without providing a special mechanism in the multi-plate clutch mechanism.
デフ機構として構成された本発明の一実施例に係る車輛用動力伝達装置の断面図。BRIEF DESCRIPTION OF THE DRAWINGS Sectional drawing of the power transmission device for vehicles which concerns on one Example of this invention comprised as a differential mechanism. 図１に示すクラッチ機構に関連する部分の拡大断面図。FIG. 2 is an enlarged cross-sectional view of a portion related to the clutch mechanism shown in FIG. 1; 図１に示すクラッチ機構における伝達トルクのヒステリシス低減の様子を説明する図。FIG. 6 is a view for explaining a state of reduction in transmission torque hysteresis in the clutch mechanism shown in FIG. 1. トルクヒステリシスの定義を説明する図。The figure explaining the definition of torque hysteresis.
　以下、この発明の実施の形態を添付図面に従って詳細に説明する。 Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings.
　図１に示す本発明の一実施例に係る車輛用動力伝達装置は、駆動シャフト１の回転を左右の車輪（図示せず）に配分するためのデフ機構１０として構成されている。駆動シャフト１は、図示しないプロペラシャフトに結合し、図示しない駆動源（エンジン）からの回転運動が伝達される。デフ機構１０は、駆動シャフト１と一体回転する駆動ベベルギヤ２と、該駆動ベベルギヤ２に噛み合う従動ベベルギヤ３と、前記駆動シャフト１に直交して配置され、前記従動ベベルギヤ３と一体回転するように結合されたセンターシャフト４と、該センターシャフト４の左右に配置されたクラッチ機構５と、該各クラッチ機構５の出力を左右の車輪（図示せず）にそれぞれ伝達する左右の出力シャフト７とを備える。左右のクラッチ機構５いずれも、同一構成であってよく、同一の符号を付与した。また、左右の出力シャフト７いずれも、同一構成であってよく、同一の符号を付与した。センターシャフト４は、テーパ軸受１１、１２を介してデフ機構１０のケースに軸受けされるとともに、従動ベベルギヤ３が固定されて、センターシャフト４の全体が一体回転する。センターシャフト４の左右端には、円周方向に複数のスプライン歯が形成され、対応するクラッチ機構５及び６のクラッチガイド５１と一体回転するようにスプライン結合している。なお、センターシャフト４はクラッチ機構５から見て本発明における「入力軸」に該当し、出力シャフト７はクラッチ機構５から見て本発明における「出力軸」に該当する。 A power transmission apparatus for a vehicle according to an embodiment of the present invention shown in FIG. 1 is configured as a differential mechanism 10 for distributing rotation of a drive shaft 1 to left and right wheels (not shown). The drive shaft 1 is coupled to a propeller shaft (not shown) to transmit rotational motion from a drive source (engine) (not shown). The differential mechanism 10 includes a drive bevel gear 2 integrally rotating with the drive shaft 1, a driven bevel gear 3 meshing with the drive bevel gear 2, and a drive shaft 1 orthogonal to the drive shaft 1 and coupled to rotate integrally with the driven bevel gear 3. And a left and right output shafts 7 for transmitting the outputs of the respective clutch mechanisms 5 to left and right wheels (not shown). . The left and right clutch mechanisms 5 may have the same configuration, and have the same reference numerals. In addition, the left and right output shafts 7 may have the same configuration, and the same reference numerals are given. The center shaft 4 is supported by the case of the differential mechanism 10 through the tapered bearings 11 and 12, and the driven bevel gear 3 is fixed, so that the entire center shaft 4 rotates integrally. A plurality of spline teeth are formed in the circumferential direction at left and right ends of the center shaft 4 and splined so as to integrally rotate with the clutch guides 51 of the corresponding clutch mechanisms 5 and 6. The center shaft 4 corresponds to the "input shaft" in the present invention as viewed from the clutch mechanism 5, and the output shaft 7 corresponds to the "output shaft" in the present invention as viewed from the clutch mechanism 5.
　クラッチ機構５は、それぞれ湿式多板クラッチからなっている。以下、クラッチ機構５の要部について、図２の拡大図を参照して詳細説明をする。クラッチ機構５は、動力伝達装置のクラッチケース１５内に収容されたクラッチガイド５１およびクラッチハブ５２と、該クラッチハブ５２および該クラッチガイド５１間に配置された複数のセパレータプレート５３と複数のフリクションディスク５４と複数のセパレータプレート５３と複数のフリクションディスク５４を相互に係合させて当該クラッチ機構５を締結するためのピストン５６とを備えている。 The clutch mechanisms 5 are each composed of a wet multi-plate clutch. Hereinafter, the main parts of the clutch mechanism 5 will be described in detail with reference to the enlarged view of FIG. The clutch mechanism 5 includes a clutch guide 51 and a clutch hub 52 accommodated in a clutch case 15 of the power transmission device, a plurality of separator plates 53 disposed between the clutch hub 52 and the clutch guide 51, and a plurality of friction disks. A piston 56 for engaging the plurality of separator plates 53 and the plurality of friction disks 54 with each other to engage the clutch mechanism 5 is provided.
　クラッチガイド５１は、センターシャフト４にスプライン嵌合し、該センターシャフト４と一体回転する。クラッチハブ５２は、出力シャフト７にスプライン結合し、軸受１４を介してクラッチケース１５に対して回転自在に取り付けられており、該出力シャフト７と一体回転する。一方、クラッチガイド５１とクラッチハブ５２は、軸受１３を介して相互に軸受けされ、相対回転可能である。 The clutch guide 51 splines with the center shaft 4 and rotates integrally with the center shaft 4. The clutch hub 52 is splined to the output shaft 7, is rotatably attached to the clutch case 15 via a bearing 14, and integrally rotates with the output shaft 7. On the other hand, the clutch guide 51 and the clutch hub 52 are mutually bearing through the bearing 13 and are relatively rotatable.
　クラッチガイド５１には複数のセパレータプレート５３が軸方向に所定間隔で並んでスプライン結合する一方、クラッチハブ５２に対して複数のフリクションディスク５４が軸方向に所定間隔で並んでスプライン結合しており、各セパレータプレート５３とフリクションディスク５４が軸方向に交互に並ぶように組み合わせて配置される。クラッチガイド５１にスプライン結合したセパレータプレート５３の外側（図２では左端）に対向して、ピストン５６が配設される。ピストン５６は必要なクラッチ締結量を得るために油圧制御される（又は電磁制御であってもよい）。クラッチ締結時に、ピストン５６は、油圧により軸方向に（図２では右方向）駆動され、該ピストン５６の推進力によってセパレータプレート５３が軸方向（図２では右方向）に駆動され、セパレータプレート５３とフリクションディスク５４を相互に係合する。これにより、センターシャフト４からの回転がクラッチハブ５２に伝達される。ピストン５６は必要なクラッチ締結量を得るために油圧制御される（又は電磁制御であってもよい）。 A plurality of separator plates 53 are spline-connected to the clutch guide 51 at predetermined intervals in the axial direction, and a plurality of friction disks 54 are spline-connected to the clutch hub 52 at predetermined intervals in the axial direction, The separator plates 53 and the friction disks 54 are arranged in combination so as to be alternately arranged in the axial direction. A piston 56 is disposed opposite to the outer side (left end in FIG. 2) of the separator plate 53 splined to the clutch guide 51. The piston 56 is hydraulically controlled (or may be electromagnetically controlled) to obtain a necessary clutch engagement amount. When the clutch is engaged, the piston 56 is hydraulically driven in the axial direction (right direction in FIG. 2) by hydraulic pressure, and the propelling force of the piston 56 drives the separator plate 53 in the axial direction (right direction in FIG. And friction disc 54 mutually engage. Thus, the rotation from the center shaft 4 is transmitted to the clutch hub 52. The piston 56 is hydraulically controlled (or may be electromagnetically controlled) to obtain a necessary clutch engagement amount.
　図２に示す通り、クラッチガイド５１は、第１シム６０及び第２シム６２を介してクラッチケース１５に対して取り付けられている。この第１シム６０及び第２シム６２により、クラッチガイド５１の軸方向へのクリアランスが調整される。軸方向の両端に配置された第１シム６０及び第２シム６２により、クラッチガイド５１は、クラッチケース１５内のピストン５６に対して固定されるようになっている。クラッチガイド５１の軸方向へのクリアランスは、図２において両矢印７０で示す第１シム６０及び第２シム６２の間におけるクリアランスであり、これを「クラッチクリアランス」と呼ぶ。一方、クラッチハブ５２は、軸方向一端に配設された第１シム６０のみにより軸方向へのクリアランスが調整されるようになっている。クラッチハブ５２の軸方向へのクリアランスは、図２において両矢印７２で示す第１シム６０及び軸受１４の間におけるクリアランスであり、これを「アキシャルクリアランス」と呼ぶ。湿式多板クラッチからなるクラッチ機構５では、セパレータプレート５３とフリクションディスク５４とを押圧する推力を上昇又は下降させる際に、締結開始後に係合するクラッチガイド５１、セパレータプレート５３及びフリクションディスク５４の剛性により軸方向の変位を生じる。アキシャルクリアランス７２は、締結開始後に生じるクラッチガイド５１、セパレータプレート５３及びフリクションディスク５４の剛性による軸方向の変化よりも、クラッチハブ５２が出力シャフト７に対して摺動可能に大きくなるよう設定される。 As shown in FIG. 2, the clutch guide 51 is attached to the clutch case 15 via the first shim 60 and the second shim 62. The axial clearance of the clutch guide 51 is adjusted by the first shim 60 and the second shim 62. The clutch guide 51 is fixed to the piston 56 in the clutch case 15 by the first shim 60 and the second shim 62 disposed at both axial ends. The axial clearance of the clutch guide 51 is a clearance between the first shim 60 and the second shim 62 shown by a double arrow 70 in FIG. 2, which is called "clutch clearance". On the other hand, in the clutch hub 52, the clearance in the axial direction is adjusted only by the first shim 60 disposed at one end in the axial direction. The axial clearance of the clutch hub 52 is a clearance between the first shim 60 and the bearing 14 shown by a double arrow 72 in FIG. 2, which is called "axial clearance". In the clutch mechanism 5 formed of a wet multi-plate clutch, the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 engaged after the start of fastening when raising or lowering the thrust pressing the separator plate 53 and the friction disc 54. Causes an axial displacement. The axial clearance 72 is set so that the clutch hub 52 can slide relative to the output shaft 7 more than the change in the axial direction due to the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 that occurs after the start of engagement. .
　アキシャルクリアランス７２の設定は、クラッチクリアランス７０の大きさを一定に保ちつつ、第１シム６０及び第２シム６２のサイズを相互に調整することにより、アキシャルクリアランス７２の大きさを変更するように行う。具体的には、第２シム６２を薄くしてアキシャルクリアランス７２を大きくする一方で、該第２シム６２を薄くした分、第１シム６０を厚くしてクラッチクリアランスを一定間隔に保つ、という具合に行う。 The setting of the axial clearance 72 is made to change the size of the axial clearance 72 by mutually adjusting the sizes of the first shim 60 and the second shim 62 while keeping the size of the clutch clearance 70 constant. . Specifically, the thickness of the second shim 62 is increased to increase the axial clearance 72, while the thickness of the first shim 60 is increased as the thickness of the second shim 62 is decreased, so that the clutch clearance is kept constant. To do.
　このように、アキシャルクリアランス７２が、締結開始後に生じるクラッチガイド５１、セパレータプレート５３及びフリクションディスク５４の剛性による軸方向の変化よりも大きくすることにより、クラッチハブ５２は、クラッチガイド５１に対して相対的に軸方向（図２では右方向）に移動する自由度を持つ、すなわち、出力シャフト７に対して摺動可能となる。ピストン５６からの軸方向の推進力に応じて、クラッチハブ５２が軸方向に変位する（ずれる）と、フリクションディスク５４の摺動抵抗が、全体として相殺するように分布する。その結果、トルク伝達のヒステリシスを低減することができる。 Thus, by making the axial clearance 72 larger than the change in the axial direction due to the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 which occurs after the start of engagement, the clutch hub 52 is relative to the clutch guide 51. Thus, it has a freedom to move in the axial direction (rightward in FIG. 2), that is, it can slide on the output shaft 7. When the clutch hub 52 is axially displaced (displaced) in response to the axial propulsive force from the piston 56, the sliding resistance of the friction disc 54 is distributed so as to offset as a whole. As a result, it is possible to reduce the torque transmission hysteresis.
　図３は、本実施例のようにクラッチハブ５２が軸方向への移動自由（出力シャフト７に対して摺動可能）である場合と、クラッチハブ５２を固定した場合との伝達トルクを比較説明するためのクラッチ模擬図である。 FIG. 3 compares the transmission torque in the case where the clutch hub 52 is free to move in the axial direction (slidable with respect to the output shaft 7) as in this embodiment and the case where the clutch hub 52 is fixed. It is a clutch simulation diagram for.
　図３（ａ）に示すように、クラッチハブ５２を固定した構成において、ピストン５６の推力Ｆ（符号８０）を上げていく場合、クラッチガイド５１、セパレータプレート５３及びフリクションディスク５４の剛性により軸方向の変位（符号８５）が生じる。クラッチハブ５２を固定した状態では、クラッチガイド５１、セパレータプレート５３及びフリクションディスク５４に軸方向の自由度がない、又は、少ないために、前記変位方向と反対方向に生じる摺動抵抗ｆ（符号８２）の方向が揃う。この場合、（１）～（６）の各位置にてセパレータプレート５３及びフリクションディスク５４の摩擦面に働く力は図３（ａ）に示す通りであり、伝達トルクは、それら力の合計でμｒ（６Ｆ－９ｆ）と表すことができる。一方、図３（ｂ）に示すように、ピストン５６の推力Ｆを下げていく場合、前記推力Ｆを上げていくときとは逆向きの変位（符号８５・）を生じるので、該推力Ｆを上げていくときとは逆向きの摺動抵抗ｆ（符号８２・）が、全てのフリクションディスク５４とクラッチハブ５２との間に発生する。この場合、（１）～（６）の各位置にてセパレータプレート５３及びフリクションディスク５４の摩擦面に働く力は図３（ｂ）に示す通りであり、伝達トルクは、それら力の合計でμｒ（６Ｆ＋９ｆ）と表すことができる。すなわち、クラッチハブ５２を固定した場合、図３（ａ）に示すピストン推力Ｆの上昇側では伝達トルク「μｒ（６Ｆ－９ｆ）」が減少する一方、（ｂ）に示すピストン推力Ｆの下降側では伝達トルク「μｒ（６Ｆ＋９ｆ）」が増えることにより、伝達トルクのヒステリシスが大きくなる。この場合の伝達トルクのヒステリシスは「μｒ１８ｆ」と表すことができる。 As shown in FIG. 3A, in the configuration in which the clutch hub 52 is fixed, when the thrust F (reference numeral 80) of the piston 56 is increased, the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 causes axial direction Displacement (symbol 85) occurs. In a state where the clutch hub 52 is fixed, the sliding resistance f (code 82) occurs in the direction opposite to the displacement direction because the clutch guide 51, the separator plate 53 and the friction disc 54 have no or few axial freedom. The direction of) is aligned. In this case, the forces acting on the friction surfaces of the separator plate 53 and the friction disc 54 at the respective positions (1) to (6) are as shown in FIG. 3A, and the transmission torque is .mu. It can be expressed as (6F-9f). On the other hand, as shown in FIG. 3 (b), when the thrust F of the piston 56 is decreased, a displacement (reference numeral 85) opposite to that when increasing the thrust F is generated. A sliding resistance f (reference numeral 82) in the opposite direction to that at the time of raising is generated between all the friction disks 54 and the clutch hub 52. In this case, the forces acting on the friction surfaces of the separator plate 53 and the friction disc 54 at the respective positions (1) to (6) are as shown in FIG. 3 (b), and the transmission torque is .mu. It can be expressed as (6F + 9f). That is, when the clutch hub 52 is fixed, the transmission torque “μr (6F-9f)” decreases on the rising side of the piston thrust F shown in FIG. 3A, while the lowering side of the piston thrust F shown in FIG. Then, as the transmission torque “μr (6F + 9f)” increases, the hysteresis of the transmission torque becomes large. The hysteresis of the transmission torque in this case can be expressed as “μr 18 f”.
　それに対して、クラッチハブ５２が自由に移動できる構成において、ピストン５６の推力Ｆ（符号８０）を上昇する場合、図３（ｃ）に示すように、クラッチガイド５１、セパレータプレート５３及びフリクションディスク５４とともに、クラッチハブ５２にも軸方向の変位（符号８６）を生じる。このため、摺動抵抗ｆ（符号８２、８４）が、全体として相殺するように分布する。この場合、（１）～（６）の各位置にてセパレータプレート５３及びフリクションディスク５４の摩擦面に働く力は図３（ｃ）に示す通りであり、伝達トルクは、それら力の合計でμｒ（６Ｆ－４ｆ）と表すことができる。一方、ピストン推力Ｆを下げる場合、図３（ｄ）に示すように、ラッチガイド５１、セパレータプレート５３及びフリクションディスク５４とともに、クラッチハブ５２に、推力を上げていくときとは逆向きに変位（図において符号８６・）を生じる。よって、この場合も、摺動抵抗ｆ（図において符号８２・、８４・）が、全体として相殺するように分布する。したがって、（１）～（６）の各位置にてセパレータプレート５３及びフリクションディスク５４の摩擦面に働く力は図３（ｄ）に示す通りであり、伝達トルクは、それら力の合計でμｒ（６Ｆ＋４ｆ）と表すことができる。すなわち、クラッチハブ５２が自由に移動できる構成における伝達トルクのヒステリシスは、ピストン推力Ｆを上げるときの伝達トルク「μｒ（６Ｆ－４ｆ）」と該推力Ｆを下げるときの伝達トルク「μｒ（６Ｆ＋４ｆ）」との差より、「μｒ８ｆ」と表すことができる。このように、本実施例のようにクラッチハブ５２が自由に移動できる状態でのヒステリシスの大きさ「μｒ８ｆ」は、図３（ａ），（ｂ）に示すようなクラッチハブ固定時のヒステリシスの大きさ「μｒ１８ｆ」に比較して、４／９の大きさに低減される。 On the other hand, in a configuration in which the clutch hub 52 can move freely, when the thrust F (symbol 80) of the piston 56 is increased, as shown in FIG. 3C, the clutch guide 51, the separator plate 53 and the friction disc 54 At the same time, axial displacement (reference numeral 86) occurs in the clutch hub 52 as well. For this reason, the sliding resistance f (symbols 82 and 84) is distributed so as to offset as a whole. In this case, the forces acting on the friction surfaces of the separator plate 53 and the friction disc 54 at the respective positions (1) to (6) are as shown in FIG. 3 (c), and the transmission torque is .mu. It can be expressed as (6F-4f). On the other hand, when lowering the piston thrust F, as shown in FIG. 3D, along with the latch guide 51, the separator plate 53 and the friction disc 54, the clutch hub 52 is displaced in the direction opposite to that when raising the thrust ( In the figure, the symbol 86 ·) is generated. Therefore, also in this case, the sliding resistances f (symbols 82... 84... In the figure) are distributed so as to offset as a whole. Therefore, the forces acting on the friction surfaces of the separator plate 53 and the friction disc 54 at the respective positions (1) to (6) are as shown in FIG. 3 (d), and the transmission torque is .mu. It can be expressed as 6F + 4f). That is, the hysteresis of the transmission torque in the configuration in which the clutch hub 52 can freely move is the transmission torque "μr (6F-4f)" when raising the piston thrust F and the transmission torque "μr (6F + 4f) when lowering the thrust F". Can be expressed as ".mu. R 8 f". As described above, the magnitude of the hysteresis “μr 8 f” in the state where the clutch hub 52 can freely move as in the present embodiment is the hysteresis at the time of fixing the clutch hub as shown in FIGS. 3A and 3B. The size is reduced to 4/9 as compared to the size "μr18f".
　このように、本実施例のクラッチ機構５によれば、クラッチガイド５１の軸方向へのクリアランスと、クラッチハブ５２の軸方向へのクリアランスを設定するだけの簡単な構成により、特別な機構を設けることなく且つ低コストで、伝達トルクのヒステリシスを低減することができ、トルク精度を向上することができる。このため、例えばクラッチ非締結時における連れ回り等の不都合の発生を、効果的に低減することができる。 As described above, according to the clutch mechanism 5 of the present embodiment, a special mechanism is provided by the simple configuration of setting the clearance of the clutch guide 51 in the axial direction and the clearance of the clutch hub 52 in the axial direction. It is possible to reduce the hysteresis of the transmission torque at low cost and to improve the torque accuracy. For this reason, it is possible to effectively reduce the occurrence of inconveniences such as co-rotation at the time of clutch non-engagement, for example.
　なお、上記実施例において、クラッチガイド５１及びクラッチハブ５２の軸方向へのクリアランスを調整する機構の一例として、第１シム６０及び第２シム６２を説明したが、クリアランスを調整する機構は、クラッチクリアランス７０を一定に保ちつつ、アキシャルクリアランス７２が、締結開始後に生じるクラッチガイド５１、セパレータプレート５３及びフリクションディスク５４の剛性による軸方向の変化よりも、当該クラッチハブ５２が出力シャフト７に対して摺動可能に大きくなるよう設定できるのであれば、どのような構成でもよい。 In the above embodiment, the first shim 60 and the second shim 62 have been described as an example of the mechanism for adjusting the clearance in the axial direction of the clutch guide 51 and the clutch hub 52. However, the mechanism for adjusting the clearance is a clutch While maintaining the clearance 70 constant, the axial clearance 72 causes the clutch hub 52 to slide against the output shaft 7 more than the change in the axial direction due to the rigidity of the clutch guide 51, the separator plate 53 and the friction disc 54 Any configuration may be used as long as it can be set so as to be movable.
　上記実施例では、回転駆動力を左右の車輪（後輪）に配分するためのデフ機構１０において、本発明に係るクラッチ機構を適用した例を示している。しかし、これに限らず、本発明に係る湿式多板クラッチ機構は、その他の動力伝達装置に対して適用することができる。 The above embodiment shows an example in which the clutch mechanism according to the present invention is applied to the differential mechanism 10 for distributing the rotational driving force to the left and right wheels (rear wheels). However, the present invention is not limited to this, and the wet multi-plate clutch mechanism according to the present invention can be applied to other power transmission devices.

Claims (2)

  1. 　動力源から入力軸に入力される駆動力を、湿式多板クラッチを介して出力軸に伝達する動力伝達装置のクラッチ機構であって、前記入力軸にスプライン嵌合されるクラッチガイドと、前記出力軸にスプライン嵌合されるクラッチハブと、前記クラッチハブおよび前記クラッチガイド間に配置された複数の摩擦係合要素と、前記摩擦係合要素を相互に係合させて前記クラッチを締結する作動部材とを備えるクラッチ機構において、
    　前記クラッチハブ及び前記クラッチガイドそれぞれの軸方向へのクリアランスを調整するためのシムを備え、
    　前記シムを介して固定されたクラッチハブの軸方向へのクリアランスは、前記締結の開始後に前記クラッチガイド及び前記複数の摩擦係合要素の剛性による軸方向の変位よりも、当該クラッチハブが出力軸に対して摺動可能に大きくなるように設定されることを特徴とする動力伝達装置のクラッチ機構。     A clutch mechanism of a power transmission device for transmitting a driving force input from a power source to an input shaft to an output shaft through a wet multi-plate clutch, wherein a clutch guide is spline fitted to the input shaft, and the output Actuating member for mutually engaging a clutch hub spline-fitted to a shaft, a plurality of frictional engagement elements disposed between the clutch hub and the clutch guide, and the frictional engagement elements to engage the clutch And a clutch mechanism comprising
    A shim for adjusting an axial clearance of each of the clutch hub and the clutch guide;
    The axial clearance of the clutch hub fixed via the shim is determined by an output shaft of the clutch hub after the start of the fastening, rather than an axial displacement due to the rigidity of the clutch guide and the plurality of frictional engagement elements. The clutch mechanism of the power transmission device is set so as to be slidable relative to the shaft.
  2. 　前記クラッチガイドは、軸方向の両端に配置された第１及び第２シムにより前記クリアランスを調整され、
    　前記クラッチハブは、前記第１シムのみにより前記クリアランスを調整される
    ように構成したことを特徴とする請求項１に記載の動力伝達装置のクラッチ機構。     The clearances of the clutch guides are adjusted by first and second shims disposed at both axial ends,
    The clutch mechanism of a power transmission device according to claim 1, wherein the clutch hub is configured to adjust the clearance only by the first shim.
PCT/JP2015/055675 2014-03-27 2015-02-26 Multi-plate clutch mechanism WO2015146465A1 (en)

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CN110273936A (en) * 2018-03-15 2019-09-24 法雷奥离合器公司 The clutch mechanism of plastic spacer is disposed between Pan Bao and reaction device
FR3093548A1 (en) * 2019-03-06 2020-09-11 Valeo Embrayages Pressing member for multi-disc type clutch mechanism
KR20220097199A (en) * 2020-12-31 2022-07-07 주식회사 카펙발레오 Torque converter for vehilce

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JP2005240826A (en) * 2004-02-24 2005-09-08 Nsk Warner Kk Support structure of multiple disk clutch and method for assembling multiple disk clutch and shaft with pump cover
JP2006207665A (en) * 2005-01-26 2006-08-10 Nsk Warner Kk Multiple disk clutch device
JP2012202438A (en) * 2011-03-24 2012-10-22 Jatco Ltd Planetary gear type power transmission
JP2013083327A (en) * 2011-10-12 2013-05-09 Nissan Motor Co Ltd Power transmission device

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Publication number Priority date Publication date Assignee Title
JPH07197949A (en) * 1993-12-28 1995-08-01 Dainatsukusu:Kk Frictional engagement device having unidirectional clutch function
JP2005240826A (en) * 2004-02-24 2005-09-08 Nsk Warner Kk Support structure of multiple disk clutch and method for assembling multiple disk clutch and shaft with pump cover
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110273936A (en) * 2018-03-15 2019-09-24 法雷奥离合器公司 The clutch mechanism of plastic spacer is disposed between Pan Bao and reaction device
FR3093548A1 (en) * 2019-03-06 2020-09-11 Valeo Embrayages Pressing member for multi-disc type clutch mechanism
KR20220097199A (en) * 2020-12-31 2022-07-07 주식회사 카펙발레오 Torque converter for vehilce
KR102594511B1 (en) * 2020-12-31 2023-10-27 주식회사 카펙발레오 Torque converter for vehilce

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