Clutch device

Abstract

To provide a clutch device capable of increasing transmittable torque of a clutch while suppressing increase in tread force of a clutch pedal required in operating the clutch.SOLUTION: In a clutch device 1, accompanying cancelling the stepping of a clutch pedal 100, a clutch disc 40 slides toward a flywheel 10 side by energization force of a diaphragm spring 50, the clutch disc 40 and a half-clutch plate 21 are engaged. Then, an inner spline 40a of the clutch disc 40 and an outer spline 101a of a flywheel rotary shaft 101 are spline-fitted. On the other hand, accompanying stepping the clutch pedal 100, the spline fitting of the inner spline 40a of the clutch disc 40 and the outer spline 101a of the flywheel rotary shaft 101 is cancelled and the clutch disc 40 and the half-clutch plate 21 are released by energization force of the half-clutch spring 20.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a clutch device. [Background technology]

[0002] In a manual transmission, when changing gears, a series of actions are performed: the clutch pedal is depressed to release the clutch (i.e., disconnecting the engine from the transmission and cutting off the transmission of engine torque), the shift lever is operated to change gears, and then the clutch pedal is released to re-engage the clutch (transmitting engine torque).

[0003] The clutch device, for example, includes a flywheel connected to the output shaft of the engine, a clutch cover fixed to the flywheel, a clutch disc spline-fitted to the input shaft of the manual transmission, and a pressure plate attached to the clutch cover so as to be axially slidable but non-rotatable relative to the clutch cover, and which presses the clutch disc against the flywheel with the pressing force (biasing force) of a diaphragm spring (see, for example, Patent Document 1). This clutch device is configured to transmit or cut off the power of the engine from the flywheel to the input shaft of the manual transmission via the clutch disc by connecting or disconnecting the flywheel and the clutch disc by the axial movement of the pressure plate caused by applying or releasing the pressing force (biasing force) of the diaphragm spring. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2005-127507 A Summary of the Invention [Problem to be solved by the invention]

[0005] The torque transmission by the above-mentioned clutch device is achieved by pressing the clutch disc against the flywheel with a diaphragm spring. Therefore, when releasing the clutch, it is necessary to drive the release control system with a force greater than the pressing force of the diaphragm spring, i.e., to depress the clutch pedal.

[0006] The torque that the clutch device can transmit is determined by the pressing load (pressing force) of the diaphragm spring. Therefore, in order to transmit a larger torque without the clutch disc slipping, it is necessary to increase the pressing load (pressing force) of the diaphragm spring on the clutch disc to the flywheel.

[0007] On the other hand, if the pressing load of the diaphragm spring is increased, the force that separates the diaphragm spring when the clutch is released, i.e., the force with which the driver depresses the clutch pedal, must be increased. Therefore, in a vehicle with a large output torque of the engine, etc. (a vehicle that transmits a large torque), a larger depressing force is required (i.e., the clutch pedal becomes heavy), which is a problem.

[0008] The present invention has been made to solve the above-mentioned problems, and has an object to provide a clutch device that can increase the transmittable torque of the clutch while suppressing the increase in the clutch pedal force required to operate the clutch. [Means for solving the problem]

[0009] A clutch device according to one aspect of the present invention includes an engine output shaft having an external spline formed thereon, a half-clutch plate formed with an internal spline that constantly spline-fits with the external spline of the engine output shaft and attached to the engine output shaft so as to be freely slidable in the axial direction, a half-clutch spring that applies a biasing force to the half-clutch plate in a direction to release the half-clutch plate, a drive shaft arranged coaxially with the engine output shaft and aligned in the axial direction and having an external spline formed at an end thereof, a clutch disc formed with an internal spline that constantly spline-fits with the external spline of the drive shaft and that can be spline-fit with the external spline of the engine output shaft when slid in the axial direction, and and a diaphragm spring which applies a biasing force to the engine output shaft side of the clutch disc, and when the clutch pedal is released, the biasing force of the diaphragm spring causes the clutch disc to slide toward the engine output shaft, fastening the clutch disc and the half-clutch plates, after which the internal splines of the clutch disc and the external splines of the engine output shaft are spline-fitted, and when the clutch pedal is depressed, the biasing force of the diaphragm spring is released, and the spline-fitting between the internal splines of the clutch disc and the external splines of the engine output shaft is released by the biasing force of the half-clutch spring, and the clutch disc and the half-clutch plates are released.

[0010] According to a clutch device according to one aspect of the present invention, when the clutch pedal is released, the clutch disc slides toward the engine output shaft due to the biasing force of the diaphragm spring, and the clutch disc and the half-clutch plate are fastened (i.e., the clutch disc and the half-clutch plate are fastened, and the outer spline of the engine output shaft and the inner spline of the clutch disc are released to enter a half-clutch state), and then the inner spline of the clutch disc and the outer spline of the engine output shaft are spline-fitted. Then, torque is transmitted from the outer spline of the engine output shaft to the outer spline of the drive shaft via the inner spline of the clutch disc. Therefore, the transmittable torque does not depend on the pressing load (biasing force) of the diaphragm spring. Therefore, even if the transmittable torque of the clutch is increased, the increase in the required pressing force of the clutch pedal can be suppressed.

[0011] On the other hand, as the clutch pedal is depressed, the biasing force of the diaphragm spring is released and the biasing force of the half-clutch spring releases the spline engagement between the inner splines of the clutch disc and the outer splines of the engine output shaft, and the clutch disc and the half-clutch plate are released. Effect of the Invention

[0012] According to the present invention, it is possible to increase the torque that can be transmitted by the clutch while suppressing an increase in the clutch pedal force required to operate the clutch. [Brief description of the drawings]

[0013] [Figure 1] 1 is a cross-sectional view showing a configuration (engaged state) of a clutch device according to an embodiment. [Diagram 2] 1 is a cross-sectional view showing a configuration (disengaged state) of a clutch device according to an embodiment. [Diagram 3] 1 is a cross-sectional view showing a configuration of a clutch device according to an embodiment (in a half-clutch state). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals will be used for the same or corresponding parts. In each drawing, the same reference numerals will be used for the same elements, and duplicated explanations will be omitted.

[0015] First, the configuration of a clutch device 1 according to an embodiment will be described with reference to Figures 1 to 3. Figures 1 to 3 are cross-sectional views showing the configuration of the clutch device 1, with Figure 1 showing the engaged state, Figure 2 showing the released state, and Figure 3 showing the half-clutch state.

[0016] The crankshaft of an engine (not shown) is connected to a main drive shaft (input shaft of a manual transmission) 30 via a flywheel 10 that absorbs rotational fluctuations of the engine, and a clutch device 1. In other words, the clutch device 1 is interposed between the engine (flywheel 10) and the manual transmission.

[0017] For example, when changing gears in the manual transmission, the clutch device 1 releases the clutch in response to depression of the clutch pedal 100 (i.e., disconnecting the engine from the manual transmission and cutting off the transmission of engine torque), and after the shift lever is operated to change the gear, the clutch is re-engaged (transmitting engine torque) in response to release of the clutch pedal 100.

[0018] In particular, the clutch device 1 has a function of increasing the torque that can be transmitted by the clutch while suppressing an increase in the depression force of the clutch pedal 100 required to operate the clutch.

[0019] Therefore, a rotating shaft 101 (corresponding to the engine output shaft described in the claims) is protruded from the disk-shaped flywheel 10 connected to the crankshaft of the engine described above, and an external spline 101a extending in the axial direction is formed on the outer periphery of the tip of the rotating shaft 101.

[0020] A circular disc-shaped half-clutch plate 21 is fitted onto the flywheel rotating shaft 101 so as to be slidable in the axial direction. More specifically, an inner circumferential surface of the half-clutch plate 21 is formed with an inner spline 21a that extends in the axial direction and spline-fits with an outer spline 101a of the flywheel rotating shaft 101. The outer spline 101a of the flywheel rotating shaft 101 and the inner spline 21a of the half-clutch plate 21 are constantly spline-fitted with each other, so that the half-clutch plate 21 is attached to the flywheel rotating shaft 101 so as to be slidable in the axial direction.

[0021] A half-clutch spring 20 is interposed between the flywheel 10 and the half-clutch plate 21, which applies a biasing force to the half-clutch plate 21 in a direction to release the half-clutch plate 21 (a direction away from the flywheel 10). The biasing force of the half-clutch spring 20 determines the engine torque that can be transmitted when the clutch is partially engaged. The biasing force of the half-clutch spring 20 is set to a value that can transmit engine torque (torque before the gear ratio is applied) that can start the vehicle.

[0022] A main drive shaft (input shaft of a manual transmission) 30 is disposed coaxially (in the same straight line) with the flywheel rotating shaft 101 and aligned in the axial direction. An external spline 30a is formed on the outer periphery of the tip end of the main drive shaft 30. The main drive shaft 30 is journalled by a bearing and is rotatable relative to the flywheel rotating shaft 101.

[0023] A clutch disc 40 having, for example, a substantially cylindrical shape is fitted on the main drive shaft 30 so as to be movable in the axial direction. More specifically, an internal spline 40a is formed on the inner peripheral surface of the clutch disc 40, which extends in the axial direction and is spline-fitted with the external spline 30a of the main drive shaft 30. The external spline 30a of the main drive shaft 30 and the internal spline 40a of the clutch disc 40 are constantly spline-fitted with each other, so that the clutch disc 40 is attached to the main drive shaft 30 so as to be slidable in the axial direction.

[0024] Furthermore, the inner splines 40a of the clutch disc 40 are configured to be capable of spline-fitting with the outer splines 101a of the flywheel rotating shaft 101 when the clutch disc 40 slides in the axial direction (towards the flywheel 10). Here, in the clutch-engaged state, the clutch disc 40 and the flywheel rotating shaft 101 are spline-fitted, and in the clutch-released state and half-clutch state, the spline-fitting between the clutch disc 40 and the flywheel rotating shaft 101 is released (details will be described later).

[0025] In addition, in order to more smoothly perform the spline engagement between the internal spline 40a of the clutch disc 40 and the external spline 101a of the flywheel rotating shaft 101, it is preferable that the tip of the internal spline 40a of the clutch disc 40 and / or the tip of the external spline 101a of the flywheel rotating shaft 101 be chamfered.

[0026] A diaphragm spring 50 that can swing (bend) around a pivot ring is attached to a clutch cover 70 fixed to the outer edge of the flywheel 10. The diaphragm spring 50 is disposed opposite the clutch disc 40 via a pressure plate 60. The pressure plate 60 is a disc-shaped member that presses the clutch disc 40 against the half-clutch plate 21 by the pressing force (biasing force) of the diaphragm spring 50.

[0027] When the clutch pedal 100 is released, the diaphragm spring 50 applies a biasing force (pressing force) to the pressure plate 60 (clutch disc 40) toward the flywheel 10. On the other hand, when the clutch pedal 100 is depressed, the biasing force (pressing force) of the diaphragm spring 50 to the pressure plate 60 (clutch disc 40) is released (details will be described later). It is noted that known configurations can be used for the clutch cover 70 and the diaphragm spring 50.

[0028] Here, since the half-clutch spring 20 is contracted by the biasing force of the diaphragm spring 50, the magnitude relationship between the two biasing forces (loads) is "biasing force of the diaphragm spring 50>biasing force of the half-clutch spring 20".

[0029] More specifically, the biasing force (load) of the diaphragm spring 50 is set to a value (Fh+Ft) obtained by adding the biasing force (load) Fh of the half-clutch spring 20, calculated by the following equation (1), to the sliding resistance Ft during sliding of the clutch disc 40, calculated by the following equation (2). Fh = Th / (μc × Rc) (1) Th: Engine torque required when starting [Nm], μc: Clutch plate friction coefficient, Rc: Clutch disc surface friction radius [m] Ft = μs × m × 9.806 (2) μs: spline friction coefficient, m: clutch disc mass [kg]

[0030] That is, the biasing force (load) of the diaphragm spring 50 does not depend on the maximum torque of the engine. Therefore, the necessary depression force (weight) of the clutch pedal 100, which depends on the biasing force (load) of the diaphragm spring 50, can be reduced (lightened).

[0031] Next, the operation of the clutch device 1 will be described with reference to Figures 1 to 3. Figure 1 is a cross-sectional view showing the clutch device 1 in an engaged state, and Figure 2 is a cross-sectional view showing the clutch device 1 in a released state. Figure 3 is a cross-sectional view showing the clutch device 1 in a half-clutch state.

[0032] 2, when the clutch pedal 100 is depressed, the link mechanism 110 causes the release bearing 120 to slide (push out) toward the flywheel 10, and the diaphragm spring 50 to swing (bounce) in the axial direction, thereby releasing the biasing force of the diaphragm spring 50 against the pressure plate 60 (clutch disc 40). Note that known configurations can be used for the link mechanism 110 and the release bearing 120.

[0033] Then, the biasing force of the half-clutch spring 20 releases the spline engagement between the internal spline 40a of the clutch disc 40 and the external spline 101a of the flywheel rotating shaft 101, and the clutch disc 40 and the half-clutch plate 21 are released, thereby cutting off the transmission of torque.

[0034] Thereafter, when the clutch pedal 100 is released, the release bearing 120 returns (slides away from the flywheel 10), the diaphragm spring 50 stops swinging (warping), and the biasing force of the diaphragm spring 50 is applied to the pressure plate 60 (clutch disc 40).

[0035] Then, the clutch disc 40 (pressure plate 60) is pushed (slid) toward (in the direction of) the flywheel 10 by the biasing force of the diaphragm spring 50, and the clutch disc 40 and the half-clutch plate 21 are fastened together. That is, as shown in Fig. 3, the clutch disc 40 and the half-clutch plate 21 are fastened together, and the outer spline 101a of the flywheel rotating shaft 101 and the inner spline 40a of the clutch disc 40 are released from each other, resulting in a half-clutch state.

[0036] In the half-clutch state, a pressing load is generated between the half-clutch plate 21 and the clutch disc 40 by the biasing force of the half-clutch spring 20 and the biasing force of the diaphragm spring 50, and torque is transmitted through the path of the flywheel 10 → half-clutch plate 21 → clutch disc 40 → main drive shaft 30. In addition, by entering the half-clutch state, the rotation speed of the main drive shaft 30 and the engine rotation speed are synchronized.

[0037] Thereafter, when the clutch pedal 100 is completely released, the half-clutch spring 20 is further compressed by the force of the diaphragm spring 50, causing the clutch disc 40 (pressure plate 60) to slide further toward the flywheel 10, and as shown in FIG. 1, the inner spline 40a of the clutch disc 40 and the outer spline 101a of the flywheel rotating shaft 101 are spline-fitted together.

[0038] Then, torque is transmitted from the external spline 101a of the flywheel rotating shaft 101 to the external spline 30a of the main drive shaft 30 via the internal spline 40a of the clutch disc 40. In other words, the torque is transmitted via the spline without depending on the clutch disc 40 (the biasing force (pushing force) of the diaphragm spring 50). Therefore, since the diaphragm spring 50 only needs to have a biasing force capable of transmitting the torque that starts the vehicle moving when the clutch is half-engaged (i.e., it does not need to have a biasing force capable of transmitting the maximum torque of the engine), the depression force of the clutch pedal 100 can be reduced (lightened).

[0039] As described above in detail, according to this embodiment, when the clutch pedal 100 is released, the clutch disc 40 slides toward the flywheel 10 due to the biasing force of the diaphragm spring 50, and the clutch disc 40 and the half-clutch plate 21 are fastened (that is, the clutch disc 40 and the half-clutch plate 21 are fastened, and the outer spline 101a of the flywheel rotating shaft 101 and the inner spline 40a of the clutch disc 40 are released to enter a half-clutch state), and then the inner spline 40a of the clutch disc 40 and the outer spline 101a of the flywheel rotating shaft 101 are spline-fitted. Then, torque is transmitted from the outer spline 101a of the flywheel rotating shaft 101 to the outer spline 30a of the main drive shaft 30 via the inner spline 40a of the clutch disc 40. Therefore, the transmittable torque does not depend on the pressing load (urging force) of the diaphragm spring 50 (that is, the urging force of the diaphragm spring 50 only needs to generate a pressing load capable of transmitting a torque that can start the vehicle when the clutch is half-engaged). Therefore, even if the transmittable torque of the clutch is increased, an increase in the required depression force of the clutch pedal 100 can be suppressed.

[0040] On the other hand, when the clutch pedal 100 is depressed, the biasing force of the diaphragm spring 50 is released, and the biasing force of the half-clutch spring 20 releases the spline engagement between the inner spline 40a of the clutch disc 40 and the outer spline 101a of the flywheel rotating shaft 101, and the clutch disc 40 and the half-clutch plate 21 are released.

[0041] As a result, it is possible to increase the torque that can be transmitted by the clutch while suppressing an increase in the depression force on the clutch pedal 100 required to operate the clutch.

[0042] Furthermore, according to this embodiment, a chamfer is formed at the tip of the internal spline 40a of the clutch disc 40 and / or the tip of the external spline 101a of the flywheel rotating shaft 101. This allows the internal spline 40a of the clutch disc 40 and the external spline 101a of the flywheel rotating shaft 101 to be spline-fitted more smoothly.

[0043] Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment and various modifications are possible. For example, any type of engine may be used. The present invention can also be applied to two-wheel drive vehicles (2WD) and all-wheel drive vehicles (AWD).

[0044] Furthermore, a synchronizing mechanism for synchronizing the rotation of the clutch disc 40 (main drive shaft 30) and the flywheel 10 may be provided between the internal spline 40a of the clutch disc 40 and the external spline 101a of the flywheel rotary shaft 101.

[0045] The present invention may also be applied to a hydraulic clutch. In this case, the hydraulic pressure required to operate the clutch can be reduced. [Explanation of symbols]

[0046] 1 Clutch device 10 Flywheel 101 Flywheel rotating shaft (engine output shaft) 101a external spline 20. Half clutch spring 21 Half clutch plate 21a Internal spline 30 Main drive shaft (manual transmission input shaft) 30a external spline 40 Clutch disc 40a internal spline 50 Diaphragm spring 60 Pressure Plate 70 Clutch cover 100 clutch pedal 110 Link mechanism 120 Release bearing

Claims

1. An engine output shaft having an external spline formed thereon; a half-clutch plate having an inner spline that is constantly spline-fitted with an outer spline of the engine output shaft and attached to the engine output shaft so as to be slidable in the axial direction; a half-clutch spring that applies a biasing force to the half-clutch plate in a direction to release the half-clutch plate; a drive shaft arranged coaxially with the engine output shaft and aligned in the axial direction, the drive shaft having an external spline formed at an end thereof; a clutch disk having an internal spline formed thereon that is constantly spline-fitted with an external spline of the drive shaft and that can be spline-fitted with an external spline of the engine output shaft when the clutch disk slides in the axial direction; a diaphragm spring that applies a biasing force to the clutch disc toward the engine output shaft, When the clutch pedal is released, the clutch disc slides toward the engine output shaft due to the biasing force of the diaphragm spring, and the clutch disc and the half-clutch plate are fastened together. Then, the internal splines of the clutch disc and the external splines of the engine output shaft are spline-fitted together. As the clutch pedal is depressed, the biasing force of the diaphragm spring is released, and the biasing force of the half-clutch spring releases the spline engagement between the inner spline of the clutch disc and the outer spline of the engine output shaft, and the clutch disc and the half-clutch plate are released. A clutch device characterized by:

2. 2. The clutch device according to claim 1, wherein a chamfer is formed on a tip end of the internal spline of the clutch disc and / or a tip end of the external spline of the engine output shaft.

3. When the clutch pedal is depressed, a link mechanism causes a release bearing to slide toward the engine output shaft, causing the diaphragm spring to swing in the axial direction, and the biasing force of the diaphragm spring against the clutch disc is released.

3. The clutch device according to claim 2, wherein when the clutch pedal is released, the release bearing returns to its original position, causing the diaphragm spring to return to its original position, so that the biasing force of the diaphragm spring is applied to the clutch disc.

4. 4. The clutch device according to claim 3, wherein the clutch disc and the diaphragm spring are disposed opposite each other via a pressure plate.

5. the engine output shaft is a rotating shaft of a flywheel connected to a crankshaft of the engine, 5. The clutch device according to claim 4, wherein the drive shaft is an input shaft of a manual transmission.

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