JPH0452490Y2 - - Google Patents

Description

[Detailed Description of the Invention] Industrial Application Field The present invention relates to a clutch mechanism, and more particularly to a clutch mechanism for power transmission of an on-vehicle actuator.

For example, in a shock absorber that uses a dart pot and whose buffer efficiency can be varied in stages, the buffer efficiency can be varied by selecting one of the flow holes with different diameters through which fluid flows by rotating a rotating member. I'm letting you do it. The rotary member is provided with one hole, and a communication hole is selected by associating this hole with one communication hole.

An actuator for rotating this rotating member is provided with a stopper that stops the hole of the rotating member at a position corresponding to the communication hole.

Furthermore, this type of actuator is provided with a clutch mechanism to stop the conductive motor when rotation is stopped by the stopper, thereby preventing damage to the motor.

Prior Art Conventionally, a clutch mechanism used in this type of actuator had a structure as shown in FIG. The first clutch plate 22 is fixed to a drive shaft 23 coupled to a motor via a speed reduction mechanism,
The second clutch plate 24 is axially movably fixed to a driven shaft 25 coupled to a stopper.

Second clutch plate 24 of first clutch plate 22
A trapezoidal convex portion 22a is formed on the contact surface. The convex portion 22a was configured such that its ridge lines were arranged radially from the center of the clutch.

Note that the second clutch plate 24 opposite to the first clutch plate 22 also has the same shape as the first clutch plate 22.

Next, its operation will be explained. When the motor rotates, the drive shaft 23 to which the first clutch plate 22 is fixed rotates. Therefore, the second clutch plate 24 pressed against the first clutch plate 22 by the spring rotates, and the driven shaft 2 fixed to the second clutch plate 24 rotates.
5 rotates.

When the rotation of the driven shaft 25 is stopped by the stopper, the second clutch plate 24
4 overcomes the biasing force of the spring pressing against the first clutch plate 22 and separates from the first clutch plate 22, thereby preventing the drive shaft 23 from being fixed.

Problems to be Solved by the Invention However, in the conventional clutch mechanism, the pressure contact between the first clutch and the second clutch was carried out over the entire sloped surface, so problems were concentrated due to angular errors and surface roughness of the sloped surface. The location that receives the load changes, causing variations in the disengagement torque, and when the first clutch rides on the top of the second clutch plate, the difference in disengagement torque due to the difference in inclination angle and tangential force causes the disengagement torque to vary. The ridgeline is prone to friction because the riding occurs continuously from the inner circumferential side to the outer circumferential side.

Furthermore, since the top of the clutch plate is flat and has a large area, there is a high possibility that the first clutch plate will stop riding on the top of the second clutch plate. When the first clutch plate is suddenly rotated, the top of the first clutch plate does not fall to the bottom of the second clutch plate.
There was a problem in that the first clutch plate and the second clutch plate slipped and rotated on top of each other and did not operate normally.

The present invention has been devised in view of the above points, and is characterized by providing a clutch mechanism that has stable durability, disengagement torque, and ensures reliable clutch operation.

Means for Solving the Problems The present invention includes a first clutch plate having a plurality of convex portions radially around the rotation axis, and a second clutch plate having the same shape as the first clutch plate. , the first clutch plate and the second clutch plate are pressed against each other with their convex surfaces to transmit torque, and when the torque is greater than a predetermined value, the second clutch plate
In a clutch mechanism configured such that a clutch plate is detachable from a first clutch plate, the convex portion has an inner circumferential end on a circumference with a small diameter centered on the rotation axis, and having an outer circumferential end on a circumference having a diameter larger than the smaller circumference of the convex portion, and extending the top and bottom of the convex portion radially around the rotation axis from the inner circumferential end to the outer circumferential end. The angle of inclination of the line segment connecting the top and bottom of the convex portion is different between the outer and inner edges of the convex portion, and the angle of inclination of the outer edge and the angle of inclination of the inner edge are different. The angle branch line is arranged on a line connecting the top of the outer periphery and the bottom of the inner periphery of the convex portion.

Operation When the first clutch plate rotates, the second clutch plate pressed against the first clutch plate also begins to rotate.
At this time, the top of the convex part of the first clutch plate is
The bottom of the protrusion of the first clutch plate is pressed against the top of the protrusion of the second clutch plate. The torque transmitted by the first clutch plate to the second clutch plate is
When the pressure of the clutch plates exceeds 1, the convex portions of the first clutch plate and the second clutch plate separate from the bottoms of each other.

At this time, since the angular branch line between the inclination angle of the inner peripheral end and the inclination angle of the outer peripheral end is formed on the line connecting the top of the outer peripheral part from the bottom, when the convex parts are separated from each other, The convex portion is separated with only the inner and outer circumferential portions in contact with each other. This eliminates fluctuations in the concentrated load and stabilizes the detachment force.

Embodiment FIG. 2 shows a sectional view of an embodiment of the present invention. In the figure, 1 indicates a reduction mechanism section, 2 a clutch section, and 3 a stopper section.

The device shown in FIG. 2 is an in-vehicle actuator, and is used, for example, to change the buffer efficiency of a shock absorber using a dart pot in stages. As shown in FIG. 2, the actuator of this embodiment includes a motor (not shown) that supplies a driving force, a deceleration mechanism section 1 that decelerates the driving force from the motor, and a clutch that transmits the driving force from the deceleration mechanism section 1. 2 and a stopper portion that restricts rotation of the output shaft of the clutch portion 2 within a predetermined angular range.

In the deceleration mechanism section 1, a pinion 5 is fixed to a motor shaft 4, and a large gear 6a of a gear 6, which is formed by integrally arranging a large gear 6a and a small gear 6b on the same shaft, meshes with the pinion 5. There is. Further, a large gear 7a of a gear 7 formed by coaxially fixing a large gear 7a and a small gear 7b to each other is meshed with the small gear 6b, and a large gear 8a and a small gear 7b are similarly engaged with the small gear 7b of the gear 7. The large gear 8a of the gear 8 formed by coaxially fixing the large gear 8b and the gear 8b mesh with each other. Furthermore, small gear 8b of gear 8
The output gear 9 to which the drive shaft 15 of the clutch portion 2 is fixed meshes.

A pinion 5, a gear 6,
7, 8, and 9 are rotatably fixed to the base plates 10 to 14 as bearings. Furthermore, the gears 5, 7, and 9 are coaxially arranged.

In the clutch section 2, a first clutch plate 16 is fixed to a drive shaft 15 to which the output gear 9 of the reduction mechanism section 1 is fixed, and the first clutch plate 16 is arranged on the same axis as the drive shaft 15. A second clutch plate 18, which is engaged with the driven shaft 17 so as to be movable in the axial direction (in the direction of arrow A), is pressed by a spring 19.

Further, as shown in FIG. 3, a stopper 3a is locked to the driven shaft 17, and comes into contact with a stopper regulating portion 3b arranged inside the case 20 to restrict the rotation of the driven shaft 17 at 90 degrees. do. Note that a rubber damper 3c is insert-molded in the stopper 3a, so that a damper effect can be obtained.

An output shaft 21 is fixed to the driven shaft 17, and is engaged with a rotating member for switching the buffer efficiency of a shock absorber, for example, so that the output shaft 21 is configured to switch the buffer efficiency by rotating 90 degrees.

Next, the shape of the clutch plate, which is the main part of the present invention, will be explained with reference to FIG.

Second clutch plate 1 of clutch plate 16 in FIG.
Eight protrusions 16a are evenly provided on the surface facing the drive shaft 15 in a radial manner with the drive shaft 15 as the center.
The convex portion 16a has an inner circumferential end on a circumference with a small diameter centered on the drive shaft 15, and an outer circumferential end on a circumference with a large diameter. Further, the top portion 16b and the bottom portion 16c are cut radially around the drive shaft 15 from the inner peripheral end to the outer peripheral end. Therefore, the inclination angle of the line connecting the top 16b and bottom 16c of the convex portion 16a is different between the inner and outer circumferential ends of the convex portion 16a. Note that the inclination angle is large at the inner circumferential end of the convex portion 16 and becomes small at the outer circumferential end.

Further, in the convex portion 16a of this embodiment, an angular branch line between the inclination angle of the inner circumferential end and the inclination angle of the outer circumferential end is set on a line connecting the bottom of the inner circumferential end and the top of the outer circumferential end. ing.

Incidentally, the inclination angle of the inner and outer circumferential edges is the convex portion 16a,
The detachment force determined by the function of the inclination angle of the protrusion 18a and the tangential force between the protrusions 16a and 18a is set to be approximately the same at the inner and outer circumferential ends.

Next, the operation of the clutch section 2 will be explained. When the motor rotates and the motor shaft 4 rotates, the drive shaft 15 rotates via the reduction mechanism 1, and the first clutch plate 16 fixed to the drive shaft 15 rotates.

The first clutch plate 16 includes the first clutch plate 1
A second clutch plate 18 having the same shape as the second clutch plate 18 is pressed by a spring 19 in such a manner that the respective protrusions mesh with each other, so that the driving force from the motor is transmitted to the driven shaft 17.

When the driven shaft 17 rotates 90 degrees, the stopper 3a fixed to the driven shaft 17 comes into contact with the stopper regulating portion 3b, and its rotation is stopped. However, the motor does not stop and rotates. That is, when the torque transmitted from the first clutch plate 16 to the second clutch plate 18 exceeds a predetermined value, the second clutch plate 1
8 leaves. This is because a large component force is generated in the axial direction between the first clutch plate 18 and the second clutch plate 18, and this component force is greater than the spring pressure of the spring 19 that biases the second clutch plate 18. Then, the convex portion 18a of the second clutch plate 18 becomes the first clutch plate 1.
6, the first clutch plate 16 continues to rotate, and the second clutch plate 1
8 will slide and rotate while stopped.

The convex portion 16a of the first clutch plate 16 and the convex portion 18a of the second clutch plate 18 are located at the bottom portions 16c, 18c and the top portions 16b, 1 of the inner and outer peripheral portions of each other, respectively.
8b, and when climbing over each other's tops 16b and 18b, each other's tops 1
This is done simultaneously over the entire areas 6b and 18b. Furthermore, by configuring the top portions 16b, 18b in a linear shape, the adjustment portions 16b, 18b are prevented from stopping in a state where they ride on each other.

Note that the top portions 16b and 18b are not limited to linear shapes, and similar effects can be obtained even if the top portions 16b and 18b are configured to have rectangular shapes with a small area.

Effects of the invention As described above, according to the invention, the angle branch line of the inclination angle between the inner peripheral end and the outer peripheral end of the convex portion is formed on the line connecting the bottom of the inner peripheral end and the top of the outer peripheral end. Therefore, when the protrusions separate from each other, only the inner and outer peripheral ends of each protrusion come into contact with each other, so there is no fluctuation in the concentrated load area, and the detachment force is stable. In addition, since the detachment forces at the inner and outer circumferential portions are almost the same, the entire top portion can ride on each other at the same time, extending the wear life.Furthermore, by configuring the top portion in a substantially linear shape, When stopped, they do not rest on top of each other, and have excellent durability and stable separation force.

[Brief explanation of the drawing]

Fig. 1 is a perspective view of a main part of an embodiment of the present invention, Fig. 2 is a sectional view of an embodiment of the invention, Fig. 3 is a sectional view of a main part of an embodiment of the invention, and Fig. 4 is a sectional view of a main part of an embodiment of the invention. The figure is a perspective view of a conventional example. 1... Reduction mechanism section, 2... Clutch section, 3...
Stopper portion, 15... Drive shaft, 16... First clutch plate, 16a, 18a... Convex portion, 16b, 1
8b...top, 16c, 18c...bottom, 16d
... Angle branch line, 17 ... Driven shaft, 18 ... Second
Clutch plate, 19...spring.

Claims (1)

[Scope of utility model registration request] The first clutch plate includes a first clutch plate having a plurality of convex portions radially around the rotation axis, and a second clutch plate having the same shape as the first clutch plate, and the first clutch plate and the first clutch plate The surfaces with the convex portions of the second clutch plate are pressed against each other to transmit torque, and when the torque is greater than a predetermined value, the second clutch plate is pressed against the first clutch plate. In a clutch mechanism configured to be disengaged, the convex portion has an inner circumferential end on a circumference with a small diameter centered on the rotation axis, and has an inner circumferential end on a circumference with a larger diameter than the circumference. an inclination of a line segment having an outer circumferential end, and connecting the top and bottom of the convex portion radially from the inner circumferential end to the outer circumferential end with the rotation axis as the center; The outer circumferential end and the inner circumferential end of the convex portion have different angles, and the angle branch line between the inclination angle of the outer circumferential end and the inclination angle of the inner circumferential end is set to the outer circumference of the convex portion. A clutch mechanism arranged on a line connecting the top of the holder and the bottom of the inner edge.