WO2020009192A1 - Dispositif d'embrayage - Google Patents

Dispositif d'embrayage Download PDF

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Publication number
WO2020009192A1
WO2020009192A1 PCT/JP2019/026689 JP2019026689W WO2020009192A1 WO 2020009192 A1 WO2020009192 A1 WO 2020009192A1 JP 2019026689 W JP2019026689 W JP 2019026689W WO 2020009192 A1 WO2020009192 A1 WO 2020009192A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam
groove
drive cam
driven cam
driven
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2019/026689
Other languages
English (en)
Japanese (ja)
Inventor
高木　章
石橋　亮
巧美 杉浦
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2019106249A external-priority patent/JP7275874B2/ja
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN201980042180.0A priority Critical patent/CN112313422B/zh
Priority to DE112019003441.3T priority patent/DE112019003441B4/de
Publication of WO2020009192A1 publication Critical patent/WO2020009192A1/fr
Priority to US17/137,726 priority patent/US11940012B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/108—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
    • 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
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • 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
    • F16D28/00—Electrically-actuated clutches
    • 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
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/08—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion
    • F16H25/12—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion with reciprocation along the axis of rotation, e.g. gearings with helical grooves and automatic reversal
    • 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
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms

Definitions

  • the present disclosure relates to a clutch device.
  • the rolling element cam that rotates the driven cam by the torque of the prime mover decelerated by the speed reducer and rolls the cam groove of the driving cam and the driven cam, thereby relatively moving the driven cam relative to the driving cam in the axial direction.
  • the first transmission unit and the second transmission unit are provided with a rolling element cam, and by changing the state of the clutch between an engaged state and a disengaged state in accordance with an axial relative position of the driven cam with respect to the driving cam.
  • a clutch device that allows or interrupts transmission of torque between the clutch device and the clutch device.
  • the rolling element cam described in Patent Literature 1 can change the state of the clutch to an engaged state or a disengaged state by applying the rolling element cam to a clutch device.
  • An object of the present disclosure is to provide a clutch device that can continue driving even when a winding set of a prime mover is disconnected.
  • the clutch device includes a first transmission unit, a prime mover, a driving cam, a rolling element, a driven cam, a second transmission unit, and a clutch.
  • the prime mover has two winding sets, and can output torque by energizing the winding sets.
  • the drive cam has a plurality of drive cam grooves formed on one end surface, and is rotatable by torque output from the prime mover.
  • the rolling element is provided so as to roll in each of the plurality of drive cam grooves.
  • the driven cam has a plurality of driven cam grooves formed on one end surface so as to sandwich the rolling element between the driven cam groove and the driven cam, and forms a rolling element cam together with the driving cam and the rolling element. When rotated, it moves relative to the drive cam in the axial direction.
  • the second transmission unit transmits torque to and from the first transmission unit.
  • the clutch changes to an engaged state or a non-engaged state according to the axial position of the driven cam with respect to the driving cam, and when the engaged state is engaged, the first transmission unit and the second transmission unit And transmission of torque between the first transmission unit and the second transmission unit is interrupted in the non-engaged and non-engaged state.
  • the drive cam groove has a normal drive cam groove and an emergency drive cam groove.
  • the normal drive cam groove extends from the drive cam specific position, which is a specific position of the drive cam, to one side in the circumferential direction of the drive cam, and has a depth from the drive cam specific position to one side in the circumferential direction of the drive cam.
  • the groove bottom is formed to be inclined with respect to one end face of the drive cam so as to be shallow.
  • the emergency drive cam groove extends from the drive cam specific position to the other side in the circumferential direction of the drive cam, and one of the drive cams has a depth decreasing from the drive cam specific position to the other side in the circumferential direction of the drive cam.
  • the groove bottom is formed to be inclined with respect to the end face, and the inclination angle of the groove bottom with respect to one end face of the drive cam is smaller than the inclination angle of the groove bottom of the normal drive cam groove.
  • the driven cam groove has a normal driven cam groove and an emergency driven cam groove.
  • the normal driven cam groove extends from the specific position of the driven cam, which is a specific position of the driven cam, to one side in the circumferential direction of the driven cam, and has a depth from the specific position of the driven cam toward one side in the circumferential direction of the driven cam.
  • the groove bottom is formed to be inclined with respect to one end face of the driven cam so as to be shallow.
  • the emergency follower cam groove extends from the follower cam specific position to the other side in the circumferential direction of the follower cam, and has one of the follower cams whose depth decreases from the follower cam specific position to the other side in the circumferential direction of the follower cam.
  • the groove bottom is formed to be inclined with respect to the end surface, and the inclination angle of the groove bottom with respect to one end surface of the driven cam is smaller than the inclination angle of the groove bottom of the normal driven cam groove.
  • the other motor when one of the two winding sets of the prime mover is disconnected, the other motor is energized to output torque from the prime mover and rotate the drive cam. Therefore, even if the winding set of the prime mover is disconnected, the driving of the clutch device can be continued.
  • the inclination angles of the groove bottoms of the emergency drive cam groove and the emergency driven cam groove are set smaller than the inclination angles of the groove bottoms of the normal drive cam groove and the normal driven cam groove. Accordingly, when the rolling element rolls in the emergency drive cam groove and the emergency driven cam groove, the drive cam can be rotated with a small torque. Therefore, in a normal state where neither of the two winding sets is disconnected, the operation of the prime mover is controlled so that the rolling elements roll in the normal driving cam grooves and the normal driven cam grooves, and the two winding sets are controlled. In the case of an emergency where one of them is disconnected, the operation of the prime mover is controlled so that the rolling elements roll in the emergency drive cam groove and the emergency driven cam groove, so that the drive of the clutch device can be reliably continued. .
  • FIG. 1 is a sectional view showing a clutch device according to a first embodiment
  • FIG. 2 is a schematic diagram showing a winding set of a motor of the clutch device according to the first embodiment
  • FIG. 3 is a diagram illustrating a drive cam of the clutch device according to the first embodiment
  • FIG. 4 is a diagram showing a driven cam of the clutch device according to the first embodiment
  • FIG. 5 is a sectional view showing a driving cam groove and a driven cam groove of the clutch device according to the first embodiment
  • FIG. 1 is a sectional view showing a clutch device according to a first embodiment
  • FIG. 2 is a schematic diagram showing a winding set of a motor of the clutch device according to the first embodiment
  • FIG. 3 is a diagram illustrating a drive cam of the clutch device according to the first embodiment
  • FIG. 4 is a diagram showing a driven cam of the clutch device according to the first embodiment
  • FIG. 5 is a sectional view showing a driving cam groove and a driven cam groove of the clutch device according
  • FIG. 6 is a cross-sectional view showing a driving cam groove and a driven cam groove of the clutch device according to the first embodiment, and is a diagram showing a state different from FIG.
  • FIG. 7 is a cross-sectional view showing a driving cam groove and a driven cam groove of the clutch device according to the first embodiment, and is a diagram showing a state different from FIG.
  • FIG. 8 is a diagram illustrating a relationship between a relative rotation angle between a driving cam and a driven cam of the clutch device according to the first embodiment, and a displacement of the driven cam with respect to the driving cam.
  • FIG. 9 is a view showing a drive cam of the clutch device according to the second embodiment.
  • FIG. 10 is a diagram showing a driven cam of the clutch device according to the second embodiment, FIG.
  • FIG. 11 is a diagram showing a drive cam of the clutch device according to the third embodiment
  • FIG. 12 is a diagram showing a driven cam of the clutch device according to the third embodiment
  • FIG. 13 is a cross-sectional view illustrating a clutch device according to a fourth embodiment.
  • FIG. 1 shows a clutch device according to a first embodiment.
  • the clutch device 1 is provided, for example, between an internal combustion engine and a transmission of a vehicle, and is used to allow or cut off transmission of torque between the internal combustion engine and the transmission.
  • the clutch device 1 includes an electronic control unit (hereinafter, referred to as “ECU”) 10 as a “control unit”, an input shaft 61 as a “first transmission unit”, a motor 20 as a “motor”, a reduction gear 30, and a housing 12.
  • ECU electronice control unit
  • the ECU 10 is a small computer having a CPU as an arithmetic unit, a ROM, a RAM, an EEPROM as a storage unit, and an I / O as an input / output unit.
  • the ECU 10 executes calculations in accordance with programs stored in a ROM or the like based on information such as signals from various sensors provided in various parts of the vehicle, and controls operations of various devices and devices of the vehicle. In this way, the ECU 10 executes the program stored in the non-transitional substantive recording medium. When this program is executed, a method corresponding to the program is executed.
  • the ECU 10 can control the operation of the internal combustion engine and the like based on information such as signals from various sensors. Further, the ECU 10 can control the operation of a motor 20 described later.
  • the input shaft 61 is connected to, for example, a drive shaft of an internal combustion engine (not shown) and is rotatable together with the drive shaft. That is, torque is input to the input shaft 61 from the drive shaft.
  • a fixed flange 11 is provided on a vehicle equipped with an internal combustion engine.
  • the fixing flange 11 is formed in a cylindrical shape, and is fixed to, for example, an engine room of a vehicle.
  • a bearing 141 is provided between the inner peripheral wall of the fixed flange 11 and the outer peripheral wall of the input shaft 61.
  • the input shaft 61 is supported by the fixed flange 11 via the bearing 141.
  • the housing 12 is provided between the inner peripheral wall at the end of the fixed flange 11 and the outer peripheral wall of the input shaft 61.
  • the housing 12 includes an inner cylinder 121, an inner bottom 122, an outer cylinder 123, an outer bottom 124 as a "bottom”, an outer cylinder 125 as a "cylinder”, a spline groove 126, and the like.
  • the inner cylinder 121 is formed in a substantially cylindrical shape.
  • the inner bottom part 122 is formed integrally with the inner cylinder part 121 so as to extend in an annular plate shape from the end of the inner cylinder part 121 radially outward.
  • the outer cylinder 123 is formed integrally with the inner bottom 122 so as to extend substantially cylindrically from the outer edge of the inner bottom 122 toward the inner cylinder 121.
  • the outer bottom part 124 is formed integrally with the outer cylindrical part 123 so as to extend radially outward from the end of the outer cylindrical part 123 opposite to the inner bottom part 122 in an annular plate shape.
  • the outer cylinder part 125 is formed integrally with the outer bottom part 124 so as to extend from the outer edge of the outer bottom part 124 to a side opposite to the outer cylinder part 123 in a substantially cylindrical shape.
  • the spline groove 126 is formed on the inner peripheral wall at the end of the outer cylinder 125 opposite to the outer bottom 124.
  • a plurality of spline grooves 126 are formed in the circumferential direction of the outer cylinder part 125 so as to extend from the end of the outer cylinder part 125 to the outer bottom part 124 side.
  • the housing 12 is provided on the fixed flange 11 such that the outer peripheral walls of the outer cylindrical portion 123 and the outer cylindrical portion 125 face the inner peripheral wall at the end of the fixed flange 11.
  • the housing 12 is fixed to the fixing flange 11 by bolts 13.
  • the housing 12 is provided coaxially with the fixed flange 11 and the input shaft 61.
  • a substantially cylindrical space is formed between the inner peripheral wall of the inner cylinder 121 and the outer peripheral wall of the input shaft 61.
  • the motor 20 has a stator 21, a coil 22, a rotor 23, a shaft 24, and the like.
  • the stator 21 is formed in a substantially annular shape by, for example, a laminated steel plate, and is fixed inside the outer cylindrical portion 123. That is, the stator 21 of the motor 20 is provided so as to be relatively immovable with respect to the outer cylindrical portion 123 of the housing 12.
  • the coil 22 is wound around the stator 21.
  • the rotor 23 is formed in a substantially annular shape by, for example, a laminated steel plate, and is rotatably provided inside the stator 21.
  • the shaft 24 is formed in a substantially cylindrical shape, and is provided integrally with the rotor 23 inside the rotor 23.
  • the shaft 24 is provided radially outside of the inner cylindrical portion 121 of the housing 12.
  • a bearing 151 is provided between the inner peripheral wall of the shaft 24 and the outer peripheral wall of the inner cylinder 121. As a result, the rotor 23 and the shaft 24 are supported by the inner cylinder 121 via the bearing 151.
  • the coil 22 has winding sets 25 and 26 (see FIG. 2).
  • the winding set 25 has a U-phase winding 251, a V-phase winding 252, and a W-phase winding 253.
  • the U-phase winding 251, the V-phase winding 252, and the W-phase winding 253 are respectively wound around the stator 21, and one end of each is electrically connected.
  • the winding set 26 has a U-phase winding 261, a V-phase winding 262, and a W-phase winding 263.
  • the U-phase winding 261, the V-phase winding 262, and the W-phase winding 263 are each wound around the stator 21, and one end of each is electrically connected.
  • the ECU 10 has the switching elements 271 to 276 and 281 to 286 and the voltage detection units 250 and 260.
  • the switching element 271 has one end connected to the positive electrode of the battery (not shown) and the other end connected to one end of the switching element 272.
  • the other end of the switching element 272 is connected to the ground.
  • the switching element 273 has one end connected to a positive electrode of a battery (not shown) and the other end connected to one end of the switching element 274.
  • the other end of the switching element 274 is connected to the ground.
  • the switching element 275 has one end connected to the positive electrode of the battery (not shown) and the other end connected to one end of the switching element 276.
  • the other end of the switching element 276 is connected to the ground.
  • the switching element 281 has one end connected to the positive electrode of the battery (not shown) and the other end connected to one end of the switching element 282.
  • the other end of the switching element 282 is connected to the ground.
  • the switching element 283 has one end connected to a positive electrode of a battery (not shown) and the other end connected to one end of the switching element 284.
  • the other end of the switching element 284 is connected to the ground.
  • the switching element 285 has one end connected to the positive electrode of a battery (not shown) and the other end connected to one end of the switching element 286.
  • the other end of the switching element 286 is connected to the ground.
  • the other end of the U-phase winding 251 is connected to a connection point between the switching element 271 and the switching element 272.
  • the other end of V-phase winding 252 is connected to a connection point between switching element 273 and switching element 274.
  • the other end of W-phase winding 253 is connected to a connection point between switching element 275 and switching element 276.
  • the other end of the U-phase winding 261 is connected to a connection point between the switching element 281 and the switching element 282.
  • the other end of V-phase winding 262 is connected to a connection point between switching element 283 and switching element 284.
  • the other end of W-phase winding 263 is connected to a connection point between switching element 285 and switching element 286.
  • the voltage detection unit 250 is provided between the switching elements 272, 274, and 276 and the ground, and can detect a potential difference at the location.
  • the voltage detection unit 260 is provided between the switching elements 282, 284, and 286 and the ground, and can detect a potential difference at the location.
  • the housing 12 is provided so as not to move relative to the stator 21 of the motor 20.
  • the ECU 10 can control the operation of the motor 20 by controlling the power supplied to the coil 22.
  • a rotating magnetic field is generated in the stator 21, and the rotor 23 rotates. Thereby, torque is output from the shaft 24.
  • the motor 20 can output torque.
  • the ECU 10 controls the switching operation of the switching elements 271 to 276 and 281 to 286 to control the power supplied from the battery to the winding sets 25 and 26, so that the rotor 23 rotates forward or backward.
  • the operation of the motor 20 can be controlled to reverse the rotation.
  • the motor 20 has two winding sets (25, 26), that is, two winding sets. Is output.
  • the motor 20 can continue to operate with the other winding set even in an emergency when one of the two winding sets is disconnected. In this case, the torque output by the motor 20 is about half of the normal time.
  • the ECU 10 can detect the value of the current flowing through the winding sets 25 and 26 based on the voltages detected by the voltage detection units 250 and 260. Thereby, the ECU 10 can detect the disconnection of the winding sets 25 and 26.
  • the reduction gear 30 has an eccentric part 31 as an “eccentric rotating body”, a planetary gear 32, a ring gear 33, a ring gear 430 as an “output member”, and the like.
  • the eccentric part 31 is formed in a cylindrical shape so that the outer peripheral wall is eccentric with respect to the inner peripheral wall.
  • the eccentric portion 31 is provided integrally with the shaft 24 on the radially outer side of the inner cylindrical portion 121 such that the inner peripheral wall is coaxial with the shaft 24. That is, the eccentric part 31 and the shaft 24 cannot rotate relative to each other. Therefore, the eccentric portion 31 can rotate together with the shaft 24 in a state where the outer peripheral wall is eccentric with respect to the shaft 24.
  • a bearing 152 is provided between the inner peripheral wall of the eccentric part 31 and the outer peripheral wall of the inner cylindrical part 121. Thus, the eccentric portion 31 is supported by the inner cylindrical portion 121 via the bearing 152.
  • the eccentric part 31 has an axis Ax2 that is eccentric with respect to the axis Ax1 of the motor 20.
  • the axis Ax1 coincides with the center line of the inner peripheral wall of the eccentric portion 31.
  • the axis Ax2 coincides with the center line of the outer peripheral wall of the eccentric portion 31.
  • the eccentric part 31 is rotatable relative to the inner cylinder part 121 of the housing 12 about the axis Ax1 of the motor 20.
  • the axis Ax1 of the motor 20 matches the center line of the shaft 24.
  • the planetary gear 32 is formed in a substantially annular shape.
  • the planetary gear 32 has first external teeth 321 and second external teeth 322.
  • the first external teeth 321 are formed on the outer peripheral wall of one end of the planetary gear 32 in the axial direction.
  • the second external teeth 322 are formed on the other end side in the axial direction with respect to the first external teeth 321 of the planetary gear 32.
  • the diameter of the tip circle of the second external teeth 322 is smaller than the diameter of the tip circle of the first external teeth 321.
  • the first external teeth 321 and the second external teeth 322 are formed so as to be coaxial with the inner peripheral wall of the planetary gear 32.
  • the planetary gear 32 is provided radially outside the eccentric portion 31.
  • Bearings 153 and 154 are provided between the inner peripheral wall of the planetary gear 32 and the outer peripheral wall of the eccentric portion 31.
  • the planetary gear 32 is supported by the eccentric portion 31 via the bearings 153 and 154.
  • the planetary gear 32 is relatively rotatable coaxially with respect to the eccentric part 31 while being eccentric with respect to the shaft 24.
  • the ring gear 33 is formed in a substantially annular shape.
  • the ring gear 33 has internal teeth 331.
  • the internal teeth 331 are formed on an inner peripheral wall of one end of the ring gear 33 in the axial direction.
  • the ring gear 33 is fixed to the housing 12 such that the outer peripheral wall at the end opposite to the internal teeth 331 is fitted to the inner peripheral wall at the end of the outer cylindrical portion 123 of the housing 12.
  • the diameter of the addendum circle of the internal teeth 331 is larger than the diameter of the addendum circle of the first outer teeth 321 of the planetary gear 32.
  • the number of the internal teeth 331 is larger than the number of the first external teeth 321.
  • the planetary gear 32 is provided such that the first external teeth 321 mesh with the internal teeth 331 of the ring gear 33. Therefore, when the rotor 23 and the shaft 24 rotate, the planetary gear 32 revolves while rotating on the inside of the ring gear 33 while the first external teeth 321 mesh with the internal teeth 331 of the ring gear 33.
  • the drive cam 40 has a drive cam body 41, a drive cam hole 42, a drive cam groove 400, and the like (see FIG. 3).
  • the drive cam body 41 is formed in a substantially disk shape by, for example, metal.
  • the drive cam hole 42 is formed in a circular shape coaxially with the drive cam body 41 so as to pass through the center of the drive cam body 41.
  • the drive cam groove 400 is formed so as to be recessed from one end face 411 in the axial direction of the drive cam body 41 to the other end face 412.
  • the drive cam groove 400 is formed so that the depth changes in the circumferential direction of the drive cam 40.
  • the three drive cam grooves 400 are formed at equal intervals in the circumferential direction of the drive cam body 41. A more detailed configuration of the drive cam groove 400 will be described later.
  • the ring gear 430 as the “output member” of the speed reducer 30 is formed annularly integrally with the drive cam 40 radially inside the drive cam hole 42 of the drive cam 40.
  • the ring gear 430 has the driving cam inner teeth 43.
  • the drive cam inner teeth 43 are formed on the inner edge of the ring gear 430.
  • the diameter of the tip circle of the drive cam inner teeth 43 is larger than the diameter of the tip circle of the second outer teeth 322 of the planetary gear 32.
  • the number of teeth of the drive cam inner teeth 43 is larger than the number of teeth of the second outer teeth 322.
  • the drive cam 40 is formed as a “cylindrical portion” of the housing 12 on the side opposite to the stator 21 with respect to the ring gear 33 so that the drive cam inner teeth 43 of the ring gear 430 mesh with the second outer teeth 322 of the planetary gear 32. It is provided inside the cylindrical portion 125.
  • the drive cam 40 rotates relative to the outer cylinder 125 of the housing 12 inside the outer cylinder 125. I do.
  • the drive cam 40 has the plurality of drive cam grooves 400 formed on the one end surface 411, and can be rotated by the torque output from the speed reducer 30.
  • the torque from the motor 20 is reduced by the speed reducer 30 and output to the drive cam 40 from the ring gear 430 as an “output member”.
  • the speed reducer 30 can reduce the torque of the motor 20 and output it.
  • the reduction ratio of the speed reducer 30 is set by appropriately setting the number of first external teeth 321 of the planetary gear 32 and the number of internal teeth 331 of the ring gear 33. In general, the efficiency of the speed reducer increases as the reduction ratio decreases.
  • a thrust bearing 161 is provided between the outer edge of the drive cam 40 and the outer bottom 124 of the housing 12 on the radially outer side of the ring gear 33.
  • the thrust bearing 161 bears the drive cam 40 while receiving a load in the thrust direction from the drive cam 40. That is, the thrust bearing 161 is provided between the outer bottom portion 124 as the “bottom portion” and the drive cam 40, and receives the axial load of the drive cam 40.
  • the ball 3 is formed in a spherical shape by, for example, metal.
  • the ball 3 corresponds to a “rolling element”.
  • the ball 3 is provided so as to roll in each of the plurality of drive cam grooves 400 (see FIG. 3). That is, a total of three balls 3 are provided.
  • the driven cam 50 has a driven cam body 51, a driven cam hole 52, a spline connecting portion 53, and a driven cam groove 500 (see FIG. 4).
  • the driven cam main body 51 is formed in a substantially disk shape by, for example, metal.
  • the driven cam hole 52 is formed in a circular shape coaxially with the driven cam body 51 so as to pass through the center of the driven cam body 51.
  • the spline connecting portion 53 is formed integrally with the driven cam body 51 at the outer edge of the driven cam body 51.
  • a plurality of spline coupling portions 53 are formed in the circumferential direction of the driven cam body 51 so as to extend from one end face 511 in the axial direction of the driven cam body 51 to the other end face 512.
  • the driven cam groove 500 is formed so as to be recessed from one end face 511 in the axial direction of the driven cam body 51 to the other end face 512 side.
  • the driven cam groove 500 is formed so that the depth changes in the circumferential direction of the driven cam 50.
  • Three driven cam grooves 500 are formed at equal intervals in the circumferential direction of the driven cam body 51. A more detailed configuration of the driven cam groove 500 will be described later.
  • the driven cam 50 is provided inside the outer cylinder portion 125 as a “tube portion” of the housing 12 so that the spline coupling portion 53 is spline-coupled to the spline groove 126 of the housing 12. Therefore, the driven cam 50 cannot rotate relative to the outer cylindrical portion 125 of the housing 12 and can move relatively in the axial direction.
  • the driven cam 50 is provided on the side opposite to the ring gear 33 with respect to the driving cam 40 so as to sandwich the ball 3 between the driven cam groove 500 and the driving cam groove 400 of the driving cam 40.
  • the ball cam 2 is constituted.
  • the ball cam 2 corresponds to a “rolling body cam”.
  • the drive cam 40 is rotatable relative to the driven cam 50 and the housing 12. When the driving cam 40 rotates relative to the driven cam 50, the ball 3 rolls along the groove bottoms 403 and 503 in the driving cam groove 400 and the driven cam groove 500, respectively.
  • the drive cam groove 400 and the driven cam groove 500 are formed so that the depth changes in the circumferential direction of the drive cam 40 or the driven cam 50. Therefore, when the driving cam 40 rotates relative to the driven cam 50 by the torque output from the speed reducer 30, the ball 3 rolls in the driving cam groove 400 and the driven cam groove 500, and the driven cam 50 It moves relative to the housing 12 in the axial direction (see FIGS. 5 to 7).
  • the driven cam 50 has the plurality of driven cam grooves 500 formed on the one end surface 511 so as to sandwich the ball 3 between the driven cam groove 400 and the driven cam groove 400.
  • the driven cam 50 When it is configured and rotated relative to the drive cam 40, it moves relative to the drive cam 40 in the axial direction.
  • the output shaft 62 has a shaft portion 621, a plate portion 622, a cylindrical portion 623, and a friction plate 624.
  • the shaft 621 is formed in a substantially cylindrical shape.
  • the plate portion 622 is formed integrally with the shaft portion 621 so as to extend from one end of the shaft portion 621 radially outward in an annular plate shape.
  • the tubular portion 623 is formed integrally with the plate portion 622 so as to extend from the outer edge of the plate portion 622 to a side opposite to the shaft portion 621 in a substantially cylindrical shape.
  • the friction plate 624 is formed in a substantially annular plate shape, and is provided on an end surface of the plate portion 622 on the side of the cylindrical portion 623. Here, the friction plate 624 cannot rotate relative to the plate portion 622.
  • the end of the input shaft 61 passes through the driven cam hole 52 and is located on the opposite side of the driven cam 50 with respect to the driven cam 50.
  • the output shaft 62 is provided coaxially with the input shaft 61 on the side opposite to the fixed flange 11 with respect to the housing 12, that is, on the side opposite to the drive cam 40 with respect to the driven cam 50.
  • a bearing 142 is provided between the inner peripheral wall of the shaft 621 and the outer peripheral wall at the end of the input shaft 61.
  • the output shaft 62 is supported by the input shaft 61 via the bearing 142.
  • the clutch 70 is provided on the opposite side of the driven cam 50 with respect to the driven cam 50.
  • the clutch 70 has an inner friction plate 71 and an outer friction plate 72.
  • the inner friction plate 71 is formed in a substantially annular plate shape, and a plurality of inner friction plates 71 are provided between the input shaft 61 and the cylindrical portion 623 of the output shaft 62 so as to be arranged in the axial direction.
  • the inner friction plate 71 is provided so that the inner edge portion is spline-coupled to the outer peripheral wall of the input shaft 61. Therefore, the inner friction plate 71 cannot rotate relative to the input shaft 61 and can move relatively in the axial direction.
  • the outer friction plate 72 is formed in a substantially annular plate shape, and a plurality of outer friction plates 72 are provided between the input shaft 61 and the cylindrical portion 623 of the output shaft 62 so as to be arranged in the axial direction.
  • the inner friction plates 71 and the outer friction plates 72 are alternately arranged in the axial direction of the input shaft 61.
  • the outer friction plate 72 is provided so that the outer edge portion is spline-coupled to the inner peripheral wall of the cylindrical portion 623 of the output shaft 62. Therefore, the outer friction plate 72 cannot rotate relative to the output shaft 62 and can move relatively in the axial direction.
  • the outer friction plate 72 located closest to the friction plate 624 among the plurality of outer friction plates 72 can contact the friction plate 624.
  • the output shaft 62 transmits torque to and from the input shaft 61.
  • the clutch 70 allows the transmission of torque between the input shaft 61 and the output shaft 62 in the engaged state of engagement, and outputs the torque to the input shaft 61 in the non-engaged state of non-engagement.
  • the transmission of torque to and from the shaft 62 is interrupted.
  • the clutch device 1 is a so-called normally-open (normally open type) clutch device that is normally in a non-engaged state.
  • the piston 81 is formed in a substantially annular shape, and is provided between the driven cam 50 and the clutch 70 on a radially outer side of the input shaft 61.
  • a thrust bearing 162 is provided between the driven cam 50 and the piston 81. The thrust bearing 162 supports the piston 81 while receiving a load in the thrust direction from the piston 81.
  • a return spring 82 and a locking portion 83 are provided between the piston 81 and the clutch 70.
  • the locking portion 83 is formed in a substantially annular shape, and is provided so that an outer edge portion thereof is fitted to an inner peripheral wall of the cylindrical portion 623 of the output shaft 62.
  • the locking portion 83 can lock the outer edge of the outer friction plate 72 located closest to the piston 81 among the plurality of outer friction plates 72. Therefore, the plurality of outer friction plates 72 and the plurality of inner friction plates 71 are prevented from falling off from the inside of the cylindrical portion 623.
  • the distance between the locking portion 83 and the friction plate 624 is larger than the total thickness of the plurality of outer friction plates 72 and the plurality of inner friction plates 71.
  • the return spring 82 is a so-called disc spring, and is provided such that one end thereof contacts the outer edge of the piston 81 and the other end thereof contacts the locking portion 83. Thus, the return spring 82 biases the piston 81 toward the driven cam 50.
  • the ball 3 is furthest away from the deepest portion PDd ⁇ b> 1, which is the portion farthest from the one end surface 411 of the driving cam groove 400, and from the one end surface 511 of the driven cam groove 500.
  • the distance between the driving cam 40 and the driven cam 50 is relatively small, and a gap Sp1 is formed between the piston 81 and the outer friction plate 72 of the clutch 70. (See FIG. 1). Therefore, the clutch 70 is in the non-engaged state, and the transmission of torque between the input shaft 61 and the output shaft 62 is interrupted.
  • the motor 20 rotates, a torque is output from the speed reducer 30, and the drive cam 40 rotates relative to the housing 12.
  • the ball 3 rolls in the driving cam groove 400 and the driven cam groove 500. Therefore, the driven cam 50 moves relative to the driving cam 40 in the axial direction, that is, moves to the clutch 70 side.
  • the piston 81 is pressed by the driven cam 50 and moves toward the clutch 70 against the urging force of the return spring 82.
  • the clutch 70 is provided on the opposite side of the driven cam 50 with respect to the driven cam 50, and changes to an engaged state or a disengaged state according to the relative position of the driven cam 50 with respect to the driving cam 40 in the axial direction.
  • the output shaft 62 has an end opposite to the plate 622 of the shaft 621 connected to an input shaft of a transmission (not shown), and is rotatable together with the input shaft. That is, the torque output from the output shaft 62 is input to the input shaft of the transmission. The torque input to the transmission is shifted by the transmission and output to the drive wheels of the vehicle as drive torque. As a result, the vehicle runs.
  • the drive cam groove 400 is formed so as to at least partially overlap the speed reducer 30.
  • the drive cam groove 400 is formed so that all parts thereof overlap the ring gear 430 as an “output member” which is a part of the speed reducer 30. Therefore, the size of the clutch device 1 in the axial direction of the drive cam 40 can be reduced.
  • the speed reducer 30 further has a restricting portion 34.
  • the restricting portion 34 is formed integrally with the planetary gear 32 so as to extend cylindrically from the axial end face of the planetary gear 32 on the clutch 70 side toward the clutch 70 and then extend radially inward in a ring shape.
  • the inner peripheral wall of the cylindrical portion of the restricting portion 34 is fitted to the outer peripheral wall of the bearing 154.
  • the surface of the annular portion of the regulating portion 34 opposite to the clutch 70 can be brought into contact with the surface of the bearing 154 on the clutch 70 side. Therefore, the movement of the planetary gear 32 toward the motor 20 is restricted when the bearing 154 and the restricting portion 34 come into contact with each other.
  • the drive cam groove 400 is formed so that all parts thereof overlap with the second external teeth 322 of the planetary gear 32, which is a part of the speed reducer 30, in particular.
  • the regulating portion 34 of the speed reducer 30 has a portion in the axial direction located radially inside the driven cam groove 500 of the driven cam 50. That is, in the present embodiment, in the axial direction of the driven cam 50, the driven cam groove 500 is formed so that at least a part thereof overlaps the regulating part 34 which is a part of the speed reducer 30. Therefore, the size of the clutch device 1 in the axial direction of the driving cam 40 and the driven cam 50 can be reduced.
  • the drive cam groove 400 has a normal drive cam groove 401 and an emergency drive cam groove 402.
  • the normal drive cam groove 401 extends from the drive cam specific position PSd1, which is a specific position of the drive cam 40, to one side in the circumferential direction of the drive cam 40, and from the drive cam specific position PSd1 to one side in the circumferential direction of the drive cam 40.
  • the groove bottom 403 is formed so as to be inclined with respect to one end face 411 of the drive cam 40 so that the depth becomes shallower as going toward.
  • the emergency drive cam groove 402 extends from the drive cam specific position PSd1 to the other side in the circumferential direction of the drive cam 40, and the depth becomes shallower from the drive cam specific position PSd1 to the other side in the circumferential direction of the drive cam 40.
  • the groove bottom 403 is formed to be inclined with respect to one end surface 411 of the driving cam 40, and the inclination angle of the groove bottom 403 with respect to the one end surface 411 of the driving cam 40 is larger than the inclination angle of the groove bottom 403 of the normal driving cam groove 401. small. In the circumferential direction of the drive cam 40, the drive cam specific position PSd1 and the deepest portion PDd1 coincide.
  • the driven cam groove 500 has a normal driven cam groove 501 and an emergency driven cam groove 502.
  • the normal driven cam groove 501 extends from the specified position of the driven cam 50 to the driven cam specific position PSv1 to one side in the circumferential direction of the driven cam 50, and from the specified driven cam position PSv1 to one side in the circumferential direction of the driven cam 50.
  • the groove bottom 503 is formed so as to be inclined with respect to one end face 511 of the driven cam 50 so that the depth becomes shallower as going toward.
  • the emergency driven cam groove 502 extends from the driven cam specific position PSv1 to the other side in the circumferential direction of the driven cam 50, and the depth becomes shallower from the driven cam specific position PSv1 to the other side in the circumferential direction of the driven cam 50.
  • the groove bottom 503 is formed to be inclined with respect to one end face 511 of the driven cam 50, and the inclination angle of the groove bottom 503 with respect to the one end face 511 of the driven cam 50 is larger than the inclination angle of the groove bottom 503 of the normal driven cam groove 501. small. In the circumferential direction of the driven cam 50, the driven cam specific position PSv1 and the deepest part PDv1 coincide.
  • the inclination angle of the groove bottom 403 of the normal driving cam groove 401 and the inclination angle of the groove bottom 503 of the normal driven cam groove 501 are the same. Further, the inclination angle of the groove bottom 403 of the emergency drive cam groove 402 and the inclination angle of the groove bottom 503 of the emergency driven cam groove 502 are the same.
  • the tangent of the inclination angle of the groove bottom 403 with respect to the circumferential movement distance DMd2 of the emergency drive cam groove 402 from the drive cam specific position PSd1 and the drive cam specification of the normal drive cam groove 401 The ratio of the tangent value of the inclination angle of the groove bottom 403 to the circumferential movement distance DMd1 from the position PSd1 is 1: 2.
  • the tangent value of the inclination angle of the groove bottom 503 with respect to the circumferential movement distance DMv2 of the emergency driven cam groove 502 from the driven cam specifying position PSv1 and the driven cam specification of the normal driven cam groove 501 is 1: 2.
  • the entire circumferential angle ⁇ d2 along the groove bottom 403 of the emergency drive cam groove 402 and the entire circumferential angle ⁇ d1 along the track LLd1 along the groove bottom 403 of the normal drive cam groove 401 are shown.
  • the circumferential angle ⁇ d2 is a straight line connecting the center Od1 of the drive cam 40 and the drive cam specific position PSd1, and a straight line connecting the center Od1 to the groove bottom 403 of the emergency drive cam groove 402 and the end of the locus LLd2. Corresponding to the angle formed.
  • the circumferential angle ⁇ d1 is a straight line connecting the center Od1 of the drive cam 40 and the drive cam specific position PSd1, and a straight line connecting the center Od1 to the groove bottom 403 of the normal drive cam groove 401 and the end of the locus LLd1. Corresponds to the angle formed.
  • the circumferential angle ⁇ v2 is a straight line connecting the center Ov1 of the driven cam 50 and the driven cam specific position PSv1, and a straight line connecting the center Ov1 to the groove bottom 503 of the emergency driven cam groove 502 and the end of the trajectory LLv2. Corresponding to the angle formed.
  • the circumferential angle ⁇ v1 is a straight line connecting the center Ov1 of the driven cam 50 and the driven cam specific position PSv1, and a straight line connecting the center Ov1 to the groove bottom 503 of the normal driven cam groove 501 and the end of the locus LLv1. Corresponds to the angle formed.
  • the drive cam 40 has three drive cam grooves 400 having the same configuration formed at equal intervals in the circumferential direction of the drive cam 40.
  • the normal drive cam groove 401 and the emergency drive cam groove 402 of the drive cam groove 400 are formed such that the distance Rd1 between the center Od1 of the drive cam 40 and the groove bottom 403 is constant in the circumferential direction of the drive cam 40. I have.
  • the driven cam 50 is formed with three driven cam grooves 500 having the same configuration at equal intervals in the circumferential direction of the driven cam 50.
  • the normal driven cam groove 501 and the emergency driven cam groove 502 of the driven cam groove 500 are formed such that the distance Rv1 between the center Ov1 of the driven cam 50 and the groove bottom 503 is constant in the circumferential direction of the driven cam 50. I have.
  • the ECU 10 controls the operation of the switching elements 271 to 276 and 281 to 286, thereby controlling the energization of the winding sets 25 and 26 and controlling the operation of the motor 20. In addition, the ECU 10 determines whether the two winding sets (25, 26) are in a normal state when none of the two winding sets are disconnected or the two winding sets (25, 26) based on the voltages detected by the voltage detection units 250 and 260. ) Is disconnected.
  • the ECU 10 operates the motor 20 so that the ball 3 rolls in the normal driving cam groove 401 and the normal driven cam groove 501 in the normal state when none of the two winding sets (25, 26) is disconnected. Control. At this time, the ECU 10 outputs torque from the motor 20 by energizing the two winding sets (25, 26), and the ball 3 rolls in the normal driving cam groove 401 and the normal driven cam groove 501.
  • the driving cam 40 is rotated relative to the driven cam 50.
  • the driven cam 50 moves relative to the drive cam 40 and the housing 12 in the axial direction, and the engaged state of the clutch 70 changes to the disengaged state or the engaged state.
  • the ECU 20 rotates the motor 20 in a direction opposite to the normal direction, and the ball 3 is moved to the emergency drive cam groove 402 and the emergency The operation of the motor 20 is controlled so as to roll the driven cam groove 502.
  • the ECU 10 outputs torque from the motor 20 by energizing the unbroken winding set of the two winding sets (25, 26), and the ball 3 is driven by the emergency drive cam groove 402 and the emergency
  • the driving cam 40 is rotated relative to the driven cam 50 so as to roll the driven driven cam groove 502.
  • the driven cam 50 moves relative to the drive cam 40 and the housing 12 in the axial direction, and the engaged state of the clutch 70 changes to the disengaged state or the engaged state.
  • 5 to 7 show cross sections of curved surfaces parallel to the axes of the drive cam 40 and the driven cam 50, passing through the groove bottom 403 of the drive cam groove 400 and the groove bottom 503 of the driven cam groove 500.
  • the maximum displacement of the driven cam 50 in the axial direction with respect to the driving cam 40 is L2-L1
  • the difference between the groove depth between the deepest part PDd1 and the shallowest part of the driving cam groove 400 and the driven cam corresponds to the sum of the difference in groove depth between the deepest part PDv1 and the shallowest part of the groove 500.
  • the relationship between the relative rotation angle between the driving cam 40 and the driven cam 50 and the displacement of the driven cam 50 with respect to the driving cam 40 is as shown in FIG.
  • the inclination angle of the emergency driving cam groove 402 and the inclination angle of the emergency driven cam groove 502 are set to the inclination angle of the normal driving cam groove 401 and the inclination angle of the normal driven cam groove 501.
  • the output torque of the motor 20 is further amplified from the normal state and translated. Can be converted to thrust. Therefore, in the event of an emergency when one of the two winding sets (25, 26) is disconnected, the motor 20 is rotated in the direction opposite to the normal direction, so that the emergency drive cam groove 402 and the emergency driven cam groove 502 ,
  • the clutch 70 can be controlled in the same manner as in the normal state.
  • the inclination angle of the emergency driving cam groove 402 and the inclination angle of the emergency driven cam groove 502 are set to be 1 with respect to the inclination angle of the normal driving cam groove 401 and the inclination angle of the normal driven cam groove 501.
  • the emergency drive cam groove 402 and the emergency driven cam groove 502 are circumferentially longer than the normal drive cam groove 401 and the normal driven cam groove 501.
  • the required rotation angle increases.
  • the drive response time of the motor 20 when the ball 3 moves from the deepest portions PDd1 and PDv1 to the shallowest portion becomes longer due to a decrease in the output torque from the motor 20 due to the disconnection of the winding set of one system. Due to emergency, it is acceptable.
  • the emergency drive cam groove 402 is connected to the deepest part PDd1 of the normal drive cam groove 401, and the emergency driven cam groove 502 is connected to the deepest part PDv1 of the normal driven cam groove 501. Therefore, in normal times, when the ball 3 returns to the deepest portions PDd1 and PDv1, the ball 3 does not collide with the wall surface of the driving cam groove 400 or the driven cam groove 500. Therefore, damage to the components of the ball cam 2 can be avoided.
  • the drive cam groove 400 has the normal drive cam groove 401 and the emergency drive cam groove 402.
  • the normal drive cam groove 401 extends from the drive cam specific position PSd1, which is a specific position of the drive cam 40, to one side in the circumferential direction of the drive cam 40, and from the drive cam specific position PSd1 to one side in the circumferential direction of the drive cam 40.
  • the groove bottom 403 is formed so as to be inclined with respect to one end face 411 of the drive cam 40 so that the depth becomes shallower as going toward.
  • the emergency drive cam groove 402 extends from the drive cam specific position PSd1 to the other side in the circumferential direction of the drive cam 40, and the depth becomes shallower from the drive cam specific position PSd1 to the other side in the circumferential direction of the drive cam 40.
  • the groove bottom 403 is formed to be inclined with respect to one end surface 411 of the driving cam 40, and the inclination angle of the groove bottom 403 with respect to the one end surface 411 of the driving cam 40 is larger than the inclination angle of the groove bottom 403 of the normal driving cam groove 401. small.
  • the driven cam groove 500 has a normal driven cam groove 501 and an emergency driven cam groove 502.
  • the normal driven cam groove 501 extends from the specified position of the driven cam 50 to the driven cam specific position PSv1 to one side in the circumferential direction of the driven cam 50, and from the specified driven cam position PSv1 to one side in the circumferential direction of the driven cam 50.
  • the groove bottom 503 is formed so as to be inclined with respect to one end face 511 of the driven cam 50 so that the depth becomes shallower as going toward.
  • the emergency follower cam groove 502 extends from the follower cam specific position PSv1 to the other side in the circumferential direction of the follower cam 50, and decreases in depth from the follower cam specific position PSv1 to the other side in the circumferential direction of the follower cam 50.
  • the groove bottom 503 is formed to be inclined with respect to one end face 511 of the driven cam 50, and the inclination angle of the groove bottom 503 with respect to the one end face 511 of the driven cam 50 is larger than the inclination angle of the groove bottom 503 of the normal driven cam groove 501. small.
  • the torque is output from the motor 20 and the drive cam 40 can be rotated by energizing the other. Therefore, even if the winding set (25, 26) of the motor 20 is disconnected, the driving of the clutch device 1 can be continued.
  • the inclination angles of the groove bottoms 403 and 503 of the emergency driving cam groove 402 and the emergency driven cam groove 502 are set to be equal to those of the groove bottoms 403 and 503 of the normal driving cam groove 401 and the normal driven cam groove 501. It is set smaller than the inclination angle.
  • the operation of the motor 20 is controlled so that the ball 3 rolls in the normal driving cam groove 401 and the normal driven cam groove 501, and In the case of an emergency in which one of the winding sets is disconnected, the operation of the motor 20 is controlled so that the ball 3 rolls in the emergency drive cam groove 402 and the emergency driven cam groove 502, thereby driving the clutch device 1. Is surely continuable.
  • the present embodiment includes the ECU 10 that controls the energization of the winding sets 25 and 26 and can control the operation of the motor 20.
  • the ECU 10 operates the motor 20 so that the ball 3 rolls in the normal driving cam groove 401 and the normal driven cam groove 501 in the normal state when none of the two winding sets (25, 26) is disconnected.
  • Control The ECU 10 controls the operation of the motor 20 so that the ball 3 rolls in the emergency driving cam groove 402 and the emergency driven cam groove 502 in an emergency when one of the two winding sets (25, 26) is disconnected. I do.
  • the operation of the clutch device 1 can be continued even in an emergency when one winding set is disconnected.
  • the tangent value of the inclination angle of the groove bottom 403 with respect to the circumferential movement distance DMd2 of the emergency drive cam groove 402 from the drive cam identification position PSd1 and the drive cam identification of the normal drive cam groove 401 The ratio of the tangent value of the inclination angle of the groove bottom 403 to the circumferential movement distance DMd1 from the position PSd1 is 1: 2.
  • the ratio of the inclination angle of the groove bottom 503 to the tangent value to the moving distance DMv1 is 1: 2.
  • the ratio of the entire circumferential angle ⁇ d2 of the entire locus LLd2 of the emergency drive cam groove 402 to the entire circumferential angle ⁇ d1 of the normal drive cam groove 401 is 2: 1.
  • the ratio of the circumferential angle ⁇ v2 of the entire locus LLv2 of the emergency driven cam groove 502 to the circumferential angle ⁇ v1 of the entire locus LLv1 of the normal driven cam groove 501 is 2: 1.
  • (2nd Embodiment) 9 and 10 show a part of the clutch device according to the second embodiment.
  • the second embodiment is different from the first embodiment in the configuration of the driving cam 40 and the driven cam 50.
  • the distance Rd1 between the center Od1 of the driving cam 40 and the groove bottom 403 increases from one side in the circumferential direction of the driving cam 40 to the other side. It is shaped to change. Specifically, the emergency drive cam groove 402 is formed such that the distance Rd1 between the center Od1 of the drive cam 40 and the groove bottom 403 decreases from one side in the circumferential direction of the drive cam 40 to the other side. .
  • the emergency driven cam groove 502 is formed such that the distance Rv1 between the center Ov1 of the driven cam 50 and the groove bottom 503 changes from one side in the circumferential direction of the driven cam 50 to the other side. Specifically, the emergency driven cam groove 502 is formed such that the distance Rv1 between the center Ov1 of the driven cam 50 and the groove bottom 503 decreases from one side in the circumferential direction of the driven cam 50 to the other side. .
  • the circumferential length of the drive cam 40 of the normal drive cam groove 401 and the circumferential length of the driven cam 50 of the normal driven cam groove 501 are increased as compared with the first embodiment. Can be. This makes it possible to secure a large operating angle range of the normal driving cam groove 401 and the normal driven cam groove 501 used at normal times, and to reduce design constraints.
  • FIGS. 11 and 12 show a part of the clutch device according to the third embodiment.
  • the third embodiment differs from the first embodiment in the configuration of the drive cam 40 and the driven cam 50.
  • the drive cam groove 400 further has a drive cam flat groove 404.
  • the drive cam flat groove 404 extends in the circumferential direction of the drive cam 40 from the end of the normal drive cam groove 401 opposite to the drive cam specific position PSd1, and has a constant depth in the circumferential direction of the drive cam 40.
  • the groove bottom 403 is formed parallel to one end surface 411 of the drive cam 40. That is, the inclination angle of the groove bottom 403 of the driving cam flat groove 404 with respect to the one end surface 411 of the driving cam 40 is 0 degree.
  • the driven cam groove 500 further has a driven cam flat groove 504.
  • the driven cam flat groove 504 extends in the circumferential direction of the driven cam 50 from the end of the normal driven cam groove 501 on the opposite side to the driven cam specific position PSv1, and has a constant depth in the circumferential direction of the driven cam 50.
  • a groove bottom 503 is formed parallel to one end face 511 of the driven cam 50. That is, the inclination angle of the groove bottom 503 of the driven cam flat groove 504 with respect to one end surface 511 of the driven cam 50 is 0 degree.
  • FIG. 13 shows a clutch device according to a fourth embodiment.
  • the fourth embodiment is different from the first embodiment in the configuration of the clutch and the state changing unit.
  • bearings 141 and 143 are provided between the inner peripheral wall of the fixed flange 11 and the outer peripheral wall of the input shaft 61.
  • the input shaft 61 is supported by the fixed flange 11 via the bearings 141 and 143.
  • the housing 12 is provided on the fixed flange 11 such that the inner peripheral wall of the inner cylindrical portion 121 faces the outer peripheral wall at the end of the fixed flange 11, and the inner bottom portion 122 contacts the step surface 111 of the fixed flange 11.
  • the housing 12 is fixed to the fixing flange 11 by bolts or the like (not shown).
  • the housing 12 is provided coaxially with the fixed flange 11 and the input shaft 61.
  • the motor 20, the speed reducer 30, and the ball cam 2 are provided inside the outer cylinder portions 123, 125 of the housing 12, as in the first embodiment.
  • the drive cam 40 is provided on the housing 12 on the side opposite to the stator 21 with respect to the ring gear 33 so that the drive cam inner teeth 43 of the ring gear 430 mesh with the second outer teeth 322 of the planetary gear 32. It is provided inside the outer cylinder part 125 as a “cylindrical part”.
  • the output shaft 62 has a shaft portion 621, a plate portion 622, a tube portion 623, and a cover 625.
  • the shaft 621 is formed in a substantially cylindrical shape.
  • the plate portion 622 is formed integrally with the shaft portion 621 so as to extend from one end of the shaft portion 621 radially outward in an annular plate shape.
  • the tubular portion 623 is formed integrally with the plate portion 622 so as to extend from the outer edge of the plate portion 622 to a side opposite to the shaft portion 621 in a substantially cylindrical shape.
  • the output shaft 62 is supported by the input shaft 61 via a bearing 142.
  • the clutch 70 has a support portion 73, friction plates 74 and 75, and a pressure plate 76.
  • the support portion 73 is formed in a substantially annular plate shape so as to extend radially outward from the outer peripheral wall at the end of the input shaft 61 on the driven cam 50 side with respect to the plate portion 622 of the output shaft 62.
  • the friction plate 74 is formed in a substantially annular plate shape, and is provided on the outer edge portion of the support portion 73 on the plate portion 622 side of the output shaft 62.
  • the friction plate 74 is fixed to the support 73.
  • the friction plate 74 can come into contact with the plate portion 622 by deforming the outer edge of the support portion 73 toward the plate portion 622 side.
  • the friction plate 75 is formed in a substantially annular plate shape, and is provided at the outer edge of the support portion 73 on the side opposite to the plate portion 622 of the output shaft 62. The friction plate 75 is fixed to the support 73.
  • the pressure plate 76 is formed in a substantially annular plate shape, and is provided on the driven cam 50 side with respect to the friction plate 75.
  • the cover 625 is formed in a substantially annular shape, and is provided on the cylindrical portion 623 of the output shaft 62 so as to cover the pressure plate 76 on the side opposite to the friction plate 75.
  • the clutch device 1 includes a diaphragm spring 91 as a “state changing unit” instead of the piston 81.
  • the diaphragm spring 91 is formed in a substantially annular shape, and is provided on the cover 625 such that an outer edge portion of the diaphragm spring 91 contacts the pressure plate 76.
  • the diaphragm spring 91 is formed so that the outer edge is located on the clutch 70 side with respect to the inner edge, and the space between the inner edge and the outer edge is supported by the cover 625. Further, the diaphragm spring 91 urges the pressure plate 76 toward the friction plate 75 by the outer edge.
  • the pressure plate 76 is pressed against the friction plate 75, and the friction plate 74 is pressed against the plate portion 622. That is, the clutch 70 is normally in the engaged state.
  • the clutch device 1 is a so-called normally-closed (normally closed type) clutch device that is normally in an engaged state.
  • a return spring 92 and a release bearing 93 are provided instead of the return spring 82, the locking portion 83, and the thrust bearing 162.
  • the return spring 92 is, for example, a coil spring, and is provided in an annular concave portion 513 formed on a surface of the driven cam 50 opposite to the drive cam 40.
  • the release bearing 93 is provided between the return spring 92 and the inner edge of the diaphragm spring 91.
  • the return spring 92 urges the release bearing 93 toward the diaphragm spring 91.
  • the release bearing 93 supports the diaphragm spring 91 while receiving a load in the thrust direction from the diaphragm spring 91.
  • the urging force of the return spring 92 is smaller than the urging force of the diaphragm spring 91.
  • the motor 20 rotates, a torque is output from the speed reducer 30, and the drive cam 40 rotates relative to the housing 12.
  • the ball 3 rolls in the driving cam groove 400 and the driven cam groove 500. Therefore, the driven cam 50 moves relative to the driving cam 40 in the axial direction, that is, moves to the clutch 70 side.
  • the gap Sp2 between the release bearing 93 and the concave portion 513 of the driven cam 50 is reduced, and the return spring 92 is compressed in the axial direction between the driven cam 50 and the release bearing 93.
  • the clutch 70 is provided on the opposite side of the driven cam 50 with respect to the driven cam 50, and is in an engaged state or a non-engaged state according to the relative position of the driven cam 50 with respect to the driving cam 40 in the axial direction. Change to a state.
  • the drive cam groove 400 is formed so as to at least partially overlap the speed reducer 30 in the axial direction of the drive cam 40, as in the first embodiment.
  • the drive cam groove 400 is formed so that all parts thereof overlap the ring gear 430 as an “output member” which is a part of the speed reducer 30. Therefore, the size of the clutch device 1 in the axial direction of the drive cam 40 can be reduced.
  • the speed reducer 30 further includes an extension 35 instead of the restriction 34.
  • the extending portion 35 is formed integrally with the planetary gear 32 so as to extend in a cylindrical shape from the axial end face of the planetary gear 32 on the clutch 70 side to the clutch 70 side.
  • the inner peripheral wall of the extension 35 is fitted to the outer peripheral wall of the bearing 154.
  • the driven cam 50 further has a concave portion 514.
  • the concave portion 514 is formed so as to be circularly concave from the inner edge of one end surface 511 of the driven cam body 51 on the drive cam 40 side to the clutch 70 side. Inside the recess 514, the end of the extension 35 on the clutch 70 side is located.
  • the drive cam groove 400 is formed so that all parts thereof overlap with the second external teeth 322 of the planetary gear 32, which is a part of the speed reducer 30, in particular.
  • the extension 35 of the speed reducer 30 has a portion in the axial direction located radially inside the driven cam groove 500 of the driven cam 50. That is, in the present embodiment, in the axial direction of the driven cam 50, the driven cam groove 500 is formed so that at least a part thereof overlaps the extending part 35 which is a part of the speed reducer 30. Therefore, the size of the clutch device 1 in the axial direction of the driving cam 40 and the driven cam 50 can be reduced.
  • This embodiment is the same as the first embodiment except for the configuration described above.
  • the present disclosure is also applicable to a normally-closed clutch device.
  • the present embodiment even with a reduced output torque that can be output by the motor 20 in which the winding set of one system is broken, the maximum translation force equivalent to that in the normal state can be generated, and the normally-closed clutch 70 can be completely opened. realizable.
  • the drive cam specific position of the emergency drive cam groove 402 The tangent value of the inclination angle of the groove bottom 403 with respect to the circumferential movement distance DMd2 from PSd1 and the inclination angle of the groove bottom 403 with respect to the circumferential movement distance DMd1 of the normal drive cam groove 401 from the drive cam specific position PSd1.
  • the ratio to the tangent value need not be 1: 2. However, if the ratio is 1/2 or less, a useless rotation angle may occur in the drive cam 40 and the design constraint in the rotation direction may increase, so the ratio is desirably 1: 2.
  • the ratio between the circumferential angle ⁇ d2 of the entire locus of the emergency drive cam groove 402 and the circumferential angle ⁇ d1 of the entire locus of the normal drive cam groove 401 need not be 2: 1. However, if the ratio is 2 or more, a useless rotation angle may occur in the drive cam 40 and the design constraint in the rotation direction may increase, so that the ratio is preferably 2: 1.
  • the inclination angle of the groove bottom 503 of the emergency driven cam groove 502 is smaller than the inclination angle of the groove bottom 503 of the normal driven cam groove 501, the circumference of the emergency driven cam groove 502 from the driven cam specific position PSv1.
  • the tangent value of the inclination angle of the groove bottom 503 with respect to the moving distance DMv2 in the direction, and the tangent value of the inclination angle of the groove bottom 503 with respect to the circumferential moving distance DMv1 of the normal driven cam groove 501 from the driven cam specific position PSv1. May not be 1: 2. However, if the ratio is 1/2 or less, a useless rotation angle may be generated in the driven cam 50 and the design constraint in the rotation direction may increase, so the ratio is desirably 1: 2.
  • the ratio between the circumferential angle ⁇ v2 of the entire trajectory of the emergency driven cam groove 502 and the circumferential angle ⁇ v1 of the entire trajectory of the normal driven cam groove 501 may not be 2: 1. However, if the ratio is 2 or more, a useless rotation angle may be generated in the driven cam 50 and the design constraint in the rotation direction may increase, so the ratio is preferably 2: 1.
  • the distance between the center Od1 of the drive cam 40 and the groove bottom 403 decreases as the emergency drive cam groove 402 moves from one side in the circumferential direction of the drive cam 40 to the other side.
  • the example in which the emergency driven cam groove 502 is formed such that the distance between the center Ov1 of the driven cam 50 and the groove bottom 503 becomes smaller as going from one side to the other side in the circumferential direction of the driven cam 50 is shown.
  • the emergency drive cam groove 402 is such that the distance between the center Od1 of the drive cam 40 and the groove bottom 403 increases from one side in the circumferential direction of the drive cam 40 to the other side.
  • the emergency driven cam groove 502 may be formed such that the distance between the center Ov1 of the driven cam 50 and the groove bottom 503 increases from one side in the circumferential direction of the driven cam 50 to the other side.
  • the drive cam flat groove 404 is formed to extend in the circumferential direction of the drive cam 40 from the end of the normal drive cam groove 401 opposite to the drive cam specific position PSd1.
  • the example in which the cam flat groove 504 is formed so as to extend in the circumferential direction of the driven cam 50 from the end of the normal driven cam groove 501 opposite to the driven cam specific position PSv1 is shown.
  • the drive cam flat groove 404 is formed so as to extend in the circumferential direction of the drive cam 40 from the end of the emergency drive cam groove 402 opposite to the drive cam specific position PSd1
  • the cam flat groove 504 may be formed so as to extend in the circumferential direction of the driven cam 50 from the end of the emergency driven cam groove 502 opposite to the driven cam specific position PSv1.
  • the number of the drive cam grooves 400 and the number of the driven cam grooves 500 are not limited to three, and may be four or more, for example.
  • the number of the balls 3 is not limited to three, but may be four or more in accordance with the number of the driving cam grooves 400 and the number of the driven cam grooves 500.
  • the “rolling element” is not limited to a spherical shape, and may be, for example, a cylindrical roller.
  • the present disclosure is not limited to vehicles that run with drive torque from an internal combustion engine, but can also be applied to electric vehicles, hybrid vehicles, and the like that can run with drive torque from a motor.
  • the torque may be input from the second transmission unit, and the torque may be output from the first transmission unit via the clutch. Further, for example, when one of the first transmission unit and the second transmission unit is fixed so as not to rotate, the rotation of the other of the first transmission unit and the second transmission unit may be stopped by engaging the clutch. it can.
  • the clutch device can be used as a brake device.
  • the present disclosure is not limited to the above embodiments, and can be implemented in various forms without departing from the gist of the present disclosure.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Selon la présente invention, une rainure de came d'entraînement régulière (401) s'étend à partir d'une position spécifique de came d'entraînement (PSd1) qui est une position spécifique d'une came d'entraînement (40) vers un premier côté dans la direction circonférentielle de la came d'entraînement (40), et est constituée d'un fond de rainure (403) incliné par rapport à une première surface d'extrémité (411) de la came d'entraînement (40) de telle sorte que la profondeur devient plus petite à partir de la position spécifique de came d'entraînement (PSd1) vers le premier côté, dans la direction circonférentielle, de la came d'entraînement (40). Une rainure de came d'entraînement irrégulière (402) s'étend à partir de la position spécifique de came d'entraînement (PSd1) vers l'autre côté dans la direction circonférentielle de la came d'entraînement (40), et est constituée du fond de rainure (403) incliné par rapport à la première surface d'extrémité (411) de la came d'entraînement (40) de telle sorte que la profondeur devient plus petite à partir de la position spécifique de came d'entraînement (PSd1) vers l'autre côté, dans la direction circonférentielle, de la came d'entraînement (40). Un angle d'inclinaison du fond de rainure (403) par rapport à la première surface d'extrémité (411) de la came d'entraînement (40) est inférieur à un angle d'inclinaison du fond de rainure (403) de la rainure de came d'entraînement régulière (401).
PCT/JP2019/026689 2018-07-06 2019-07-04 Dispositif d'embrayage Ceased WO2020009192A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201980042180.0A CN112313422B (zh) 2018-07-06 2019-07-04 离合器装置
DE112019003441.3T DE112019003441B4 (de) 2018-07-06 2019-07-04 Kupplungsvorrichtung
US17/137,726 US11940012B2 (en) 2018-07-06 2020-12-30 Clutch device

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2018128691 2018-07-06
JP2018-128691 2018-07-06
JP2019-106249 2019-06-06
JP2019106249A JP7275874B2 (ja) 2018-07-06 2019-06-06 クラッチ装置

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US17/137,726 Continuation US11940012B2 (en) 2018-07-06 2020-12-30 Clutch device

Publications (1)

Publication Number Publication Date
WO2020009192A1 true WO2020009192A1 (fr) 2020-01-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2019/026689 Ceased WO2020009192A1 (fr) 2018-07-06 2019-07-04 Dispositif d'embrayage

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CN (1) CN112313422B (fr)
WO (1) WO2020009192A1 (fr)

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CN112610622A (zh) * 2021-01-11 2021-04-06 重庆宗申发动机制造有限公司 一种摩托车发动机离合器

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Publication number Priority date Publication date Assignee Title
TWI757100B (zh) * 2021-02-22 2022-03-01 姚立和 離合器結構

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JPH0217947U (fr) * 1988-07-21 1990-02-06
JPH11270654A (ja) * 1998-03-25 1999-10-05 Tochigi Fuji Ind Co Ltd 摩擦クラッチの締結機構および該機構を備えるディファレンシャル装置
JP2003294110A (ja) * 2002-03-22 2003-10-15 Gkn Technology Ltd 差動装置
JP2017044236A (ja) * 2015-08-25 2017-03-02 Ntn株式会社 自動クラッチ装置

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Publication number Priority date Publication date Assignee Title
US4556136A (en) * 1983-11-30 1985-12-03 Borg-Warner Corporation Clutch driven plate assembly
GB8730164D0 (en) * 1987-12-24 1988-02-03 Automotive Prod Plc Friction facing material & carrier assembly
JP2011169374A (ja) * 2010-02-17 2011-09-01 Honda Motor Co Ltd クラッチ機構
JP5759141B2 (ja) * 2010-11-04 2015-08-05 株式会社ユニバンス 駆動力配分装置

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JPH0217947U (fr) * 1988-07-21 1990-02-06
JPH11270654A (ja) * 1998-03-25 1999-10-05 Tochigi Fuji Ind Co Ltd 摩擦クラッチの締結機構および該機構を備えるディファレンシャル装置
JP2003294110A (ja) * 2002-03-22 2003-10-15 Gkn Technology Ltd 差動装置
JP2017044236A (ja) * 2015-08-25 2017-03-02 Ntn株式会社 自動クラッチ装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112610622A (zh) * 2021-01-11 2021-04-06 重庆宗申发动机制造有限公司 一种摩托车发动机离合器

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