JP2007107559A - Double clutch device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid inconveniences of a double clutch device upon manufacture and upon maintenance by devising a structure in the vicinity of an input shaft of the double clutch device. <P>SOLUTION: This double clutch device 1 is provided with an input shaft 10 to which torque is input from a flywheel, a first output shaft 20 arranged coaxially with the input shaft 10, a cylindrical second output shaft 30 coaxially arranged on an outer peripheral side of the first output shaft 20, an annular first clutch 100 arranged on an outer peripheral side of the input shaft 10 and capable of transmitting and cutting off torque input to the input shaft 10 to the first output shaft 20, an annular second clutch 200 arranged on an outer peripheral side of the first clutch 100 and capable of transmitting and cutting off torque input to the input shaft 10 to the second output shaft 30, and a plurality of rivets 400 for fixing inner peripheral parts of the first and the second clutches 100 and 200 to the input shaft 10. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a dual clutch device, and more particularly to a dual clutch device in which two clutches are mounted.

  There is an automatic transmission (AT) as a means for automatically shifting the vehicle. In recent years, for example, a combination of a transmission and a torque converter that transmits torque on the input side to the output side by a fluid has become the mainstream. Since the torque converter transmits torque between the impeller and the turbine having a plurality of blades by a fluid, the clutch operation by the driver at the time of starting, stopping and shifting required for the manual transmission (MT) is possible. It becomes unnecessary. On the other hand, since the torque converter transmits torque by a fluid, the transmission efficiency is inferior to MT which mechanically directly connects the input side and the output side to transmit torque. Therefore, the torque converter has an advantage that the labor of the driver is reduced, but has a disadvantage that the fuel consumption of the vehicle is reduced. Therefore, in order to eliminate the need for clutch operation while ensuring the transmission efficiency of MT, an automatic transmission (AMT) automated based on the structure of MT has been developed.

  AMT uses AT technology such as a hydraulic system and an electronic control device for controlling the hydraulic system, and automates the operation of the MT clutch device and transmission. Therefore, the AMT can eliminate the clutch operation while ensuring the same transmission efficiency as the conventional MT. However, since the AMT releases the clutch connection in the same manner as the MT during the speed change operation, torque transmission is temporarily interrupted. While the torque transmission is interrupted, the vehicle travels only with inertia without accelerating, and so-called torque interruption during gear shifting greatly affects the acceleration of the vehicle. On the other hand, in the case of AT, there is no running out of torque during shifting by devising the structure on the transmission side. Therefore, the AMT is more likely to be uncomfortable to the driver than the AT because the torque is lost during the shift.

  In order to solve the above-described problem of running out of torque, an AMT clutch device employing a double clutch device has been developed. The double clutch device mainly includes an input shaft, a first output shaft, a second output shaft, a first clutch, and a second clutch. The input shaft receives torque from the engine to the dual clutch device. The first output shaft is for outputting torque to the transmission side, and is arranged coaxially with the input shaft. The second output shaft is for outputting torque to the transmission side, and is a cylindrical member arranged coaxially on the outer peripheral side of the first output shaft. The first clutch is for transmitting and interrupting torque input to the input shaft to the first output shaft. The second clutch is for transmitting and blocking torque input to the input shaft to the second output shaft, and is disposed on the outer peripheral side of the first clutch (see, for example, Patent Document 1).

In the double clutch device, torque can be alternately transmitted to the first and second output shafts by the first and second clutches in order to prevent torque shortage. The first and second output shafts can be selectively connected to different gear pairs. In this compound clutch device, when the first clutch is connected and torque is transmitted to the first output shaft, the second output shaft is connected to one of the gear pairs and the first clutch is released. At the same time, the second clutch can be connected to transmit torque to the second output shaft. The reverse operation is also possible. Therefore, by adopting this double clutch device, AMT does not cause a torque shortage at the time of shifting, and therefore, a smooth and lean shifting operation is possible.
JP 2000-352431 A

  The first and second clutches of the dual clutch device described above are fixed with respect to the input shaft. FIG. 5 is a schematic longitudinal sectional view of a conventional double clutch device. The first clutch 550 has a first input member 551 to which torque is transmitted from the input shaft 510. The second clutch 560 has a second input member 561 to which torque is transmitted from the input shaft 510. Inner peripheral portions of the first and second input members 551 and 561 are fixed to an annular fixing portion 511 formed in an annular shape on the outer peripheral side of the input shaft 510. Specifically, the inner peripheral portions of the first and second input members 551 and 561 are fixed to the annular fixing portion 511 by, for example, all-around welding. However, when performing welding fixation, the welded member may be distorted by heat generated during welding. On the other hand, as shown in FIG. 5, various annular members are inserted into the inner peripheral sides of the first and second input members 551 and 561. Therefore, when welding distortion occurs in the first and second input members 551 and 561 and the inner diameter of each part of the first and second input members 551 and 561 changes, it is necessary to machine each member accordingly. come. As a result, the manufacturing cost of the conventional double clutch device tends to increase. Further, if each member is machined, it is necessary to clean each member after assembling. Therefore, the cleaning liquid adversely affects a rubber seal member such as an O-ring.

  In the case of the double clutch device shown in FIG. 5, it is necessary to assemble the members in advance before the first and second input members 551 and 561 are fixed by welding. In this case, since heat generated during welding is transmitted to each member, a rubber seal member such as an O-ring is melted or deteriorated. Furthermore, if the first and second input members 551 and 561 are fixed by welding, it is difficult to remove them during maintenance work, which is not preferable from the viewpoint of maintenance and recycling.

  As described above, since the welding and fixing of the first and second input members 551 and 561 cause many adverse effects during manufacturing and maintenance, improvement of the fixing method is required.

  An object of the present invention is to devise a structure around the input shaft of a dual clutch device to eliminate problems during manufacture and maintenance of the dual clutch device.

  The dual clutch device according to claim 1 is for outputting torque input from a member on the engine side to the transmission side. The compound clutch device includes an input shaft to which torque is input from a member on the engine side, a first output shaft disposed coaxially with the input shaft, and a tube disposed coaxially on the outer peripheral side of the first output shaft. A second output shaft having a shape, a first clutch that is disposed on the outer peripheral side of the input shaft, and that is capable of transmitting and blocking torque input to the input shaft to the first output shaft, and is disposed on the outer peripheral side of the first clutch, A second clutch capable of transmitting and shutting off torque input to the input shaft to the second output shaft; and a plurality of fixing members for fixing the inner peripheral portions of the first and second clutches to the input shaft, respectively. Yes.

  In the conventional double clutch device, the first and second clutch side members are fixed to the input shaft by welding. As described above, the manufacturing cost is increased, and the sealing member is adversely affected by cleaning after assembly and welding heat. Also, a decrease in maintainability becomes a problem. However, since this multiple clutch device includes a plurality of fixing members for fixing the inner peripheral portions of the first and second clutches with respect to the input shaft, There is no need to weld and fix the member to the input shaft. As a result, welding distortion does not occur in the members on the first and second clutch sides at the time of manufacturing, so that it is not necessary to machine each member in consideration of welding distortion. This eliminates the need for cleaning after assembly and prevents the seal member and the like from being adversely affected by the cleaning liquid. In addition, since no welding heat is generated in the first and second clutch members at the time of manufacture, it is possible to prevent melting or deterioration of the seal member or the like assembled in advance. As described above, in this dual clutch device, it is possible to eliminate problems during manufacture and maintenance caused by welding and fixing the inner peripheral portions of the first and second clutches.

  According to a second aspect of the present invention, in the double clutch device according to the first aspect, the first clutch has a first input member to which torque is transmitted from the input shaft. The second clutch has a second input member to which torque is transmitted from the input shaft. Moreover, the inner peripheral part of the 1st and 2nd input member is being fixed to the input shaft by the fixing member.

  In this double clutch device, since the inner peripheral portions of the first and second input members are fixed to the input shaft by the fixing members, the members on the first and second clutch sides are welded to the input shaft as in the prior art. There is no need to fix. Thereby, the malfunction at the time of manufacture and maintenance which arises by welding fixation of the 1st and 2nd input member inner peripheral part can be eliminated.

  According to a third aspect of the present invention, in the dual clutch device according to the second aspect, the input shaft has an annular flange portion on the outer peripheral side. The inner peripheral portions of the first and second input members are fixed to the flange portion by a fixing member.

  In this compound clutch device, since the inner peripheral portions of the first and second input members are fixed to the flange portion by the fixing members, the axial dimensions of the fixing portions of the first and second input members are shortened as compared with the prior art. be able to. Thereby, the axial direction dimension of a double clutch apparatus can be shortened.

  According to a fourth aspect of the present invention, in the dual clutch device according to the third aspect, the flange portion is sandwiched between the inner peripheral portions of the first and second input members in the axial direction.

  In this dual clutch device, the first and second input members can be easily fixed by the fixing member.

  According to a fifth aspect of the present invention, in the third or fourth aspect, the inner peripheral portion of the first input member is disposed on the axial transmission side of the flange portion. Moreover, the inner peripheral part of the 2nd input member is arrange | positioned at the axial direction engine side of the flange part.

  According to a sixth aspect of the present invention, there is provided the dual clutch device according to any one of the third to fifth aspects, wherein the fixing member has an axial portion that penetrates the inner peripheral portion and the flange portion of the first and second input members in the axial direction, Formed at the end of the second input member side of the portion, a flange portion having a larger outer diameter than the shaft portion, and a fixed portion formed at the end portion on the opposite side of the flange portion of the shaft portion and having a larger outer diameter than the shaft portion; have.

  In this dual clutch device, since the fixing member has the shaft portion, the collar portion, and the fixing portion, the first and second input members can be reliably fixed to the flange portion.

  According to a seventh aspect of the present invention, in the dual clutch device according to the sixth aspect, the second input member has an accommodating portion for accommodating the collar portion in the axial direction. Moreover, the axial direction dimension of the collar part is smaller than the axial direction dimension of the accommodating part.

  In this double clutch device, since the collar portion can be accommodated in the accommodating portion, the collar portion does not protrude in the axial direction from the second input member. Thereby, while being able to shorten the axial direction dimension of the fixing part of the 1st and 2nd input member conventionally, the space around a fixing member can be used effectively. Thereby, the axial direction dimension of a double clutch apparatus can be shortened.

  According to an eighth aspect of the present invention, in the dual clutch device according to the sixth or seventh aspect, the fixing member is a rivet. Moreover, the 1st and 2nd input member is being fixed to the flange part by processing the fixing | fixed part of a fixing member.

  In this double clutch device, since the fixing member is a rivet, the first and second input members can be easily fixed.

  According to a ninth aspect of the present invention, in the dual clutch device according to any one of the first to eighth aspects, the first clutch is disposed on the inner peripheral side of the first input member and the annular first input member coupled to the input shaft. The annular first output member coupled to the first output shaft and the first input member and the first output member are arranged between the first output member and the torque input to the first input member by friction engagement. A first friction coupling portion for transmitting to the output member; and a first biasing force generating mechanism for applying a biasing force to the first friction coupling portion by the hydraulic pressure transmitted from the oil passage. The second clutch includes an annular second input member coupled to the input shaft, an annular second output member disposed on the inner peripheral side of the second input member and coupled to the second output shaft, and a second input. A second friction coupling portion disposed between the member and the second output member for transmitting torque input to the second input member to the second output member by friction engagement, and hydraulic pressure transmitted from the oil passage And a second urging force generating mechanism for applying an urging force to the second frictional connecting portion.

  According to a tenth aspect of the present invention, in the double clutch device according to the ninth aspect, the second friction coupling portion is disposed on the outer peripheral side of the first friction coupling portion.

  According to an eleventh aspect of the present invention, in the multiple clutch device according to the ninth or tenth aspect, the first friction coupling portion is disposed in the axial direction so as not to be relatively rotatable with respect to the first input member and to be relatively movable in the axial direction. A plurality of annular first drive plates to be combined with each other and adjacent first drive plates, which are respectively engaged with the first output member so as not to be relatively rotatable and relatively movable in the axial direction. A first driven plate. The second friction coupling portion is disposed in the axial direction and engages with the second input member so as not to rotate relative to the second input member and to be relatively movable in the axial direction, and adjacent second drive plates And an annular second driven plate that is disposed between each other and engages with the second output member so as not to rotate relative to the second output member and to be relatively movable in the axial direction.

  According to a twelfth aspect of the present invention, in the dual clutch device according to any one of the ninth to eleventh aspects, the first urging force generating mechanism is disposed on the inner peripheral side of the first input member so as to be relatively movable in the axial direction. A first piston member for applying an urging force in the axial direction to the friction connecting portion by oil pressure; a first hydraulic chamber formed between the first input member and the first piston member and connected to the oil passage; The first piston member is disposed on the opposite side of the first hydraulic chamber and has a first elastic mechanism for releasing the urging force applied to the first friction coupling portion. The second urging force generating mechanism is disposed on the inner peripheral side of the second input member so as to be relatively movable in the axial direction, and is a second piston member for applying an urging force in the axial direction to the second friction coupling portion by hydraulic pressure. And a second hydraulic chamber formed between the second input member and the second piston member, to which the oil passage is coupled, and disposed on the opposite side of the second piston member to the second hydraulic chamber, and connected to the second friction member. And a second elastic mechanism for releasing the urging force to the part.

  According to a thirteenth aspect of the present invention, in the dual clutch device according to the twelfth aspect, the fixing portion of the fixing member is disposed in the first hydraulic chamber.

  In this double clutch device, since the fixing portion of the fixing member is disposed in the first hydraulic chamber, the axial dimension of the fixing portion of the first and second input members can be shortened, and the space around the fixing member Can be used effectively. Thereby, the axial direction dimension of a double clutch apparatus can be shortened.

  According to a fourteenth aspect of the present invention, in any one of the first to thirteenth aspects, the second clutch has an annular recess into which the second clutch enters the axial transmission side on the inner peripheral side.

  In this double clutch device, since the second clutch has a recess on the inner peripheral side, it is possible to effectively use the space on the inner peripheral side of the second clutch, such as accommodating a part of the members arranged in the periphery. it can. Thereby, the axial direction dimension of a double clutch apparatus is shortened.

  The multiple clutch device according to claim 15 is arranged between the engine and the input shaft in any one of claims 1 to 14, and elastically connects the input shaft to the engine side member in the rotational direction. A damper mechanism is further provided.

  In the dual clutch device according to the present invention, it is possible to eliminate problems during manufacture and maintenance of the dual clutch device by devising the structure around the input shaft of the dual clutch device.

  An embodiment of the present invention will be described with reference to the drawings.

1. Configuration of AMT FIG. 1 shows a configuration diagram of an AMT equipped with a double clutch device as one embodiment of the present invention. In FIG. 1, the engine is arranged on the left side. The AMT mainly includes a double clutch device 1, a transmission 2, and a casing (not shown). The compound clutch device 1 mainly includes an input shaft 10, a first output shaft 20, a second output shaft 30, a first clutch 100, and a second clutch 200. The input shaft 10 is a member to which torque from the engine is input, and is elastically connected to the flywheel 3 (engine-side member) on the engine (not shown) side via the damper mechanism 4 in the rotational direction. Yes. The first output shaft 20 is for outputting torque input from the input shaft 10 to the transmission 2 side. Similar to the first output shaft 20, the second output shaft 30 is for outputting torque input from the input shaft 10 to the transmission 2 side. The first clutch 100 is for transmitting and interrupting torque between the input shaft 10 and the first output shaft 20. The second clutch 200 is for transmitting and interrupting torque between the input shaft 10 and the second output shaft 30. With such a configuration, the double clutch device 1 can selectively output the torque to the first output shaft 20 or the second output shaft 30 by selectively operating the first and second clutches 100 and 200.

  The transmission 2 is for shifting the rotation output from the double clutch device 1, and mainly includes a main shaft (not shown), a counter shaft (not shown), and a plurality of gear mechanisms (not shown). It consists of and. Since the configuration of the transmission 2 is not different from that of a conventional double clutch device, detailed description thereof is omitted.

2. FIG. 2 is a schematic longitudinal sectional view of a double clutch device 1 as an embodiment of the present invention. In FIG. 1, the engine is on the left side and the transmission 2 is on the right side. OO in FIG. 2 indicates the rotation center of the double clutch device 1. The double clutch device 1 is disposed in a casing (not shown). The casing is filled with hydraulic oil. The compound clutch device 1 includes an input shaft 10, a first output shaft 20, a second output shaft 30, a first clutch 100, and a second clutch 200.

(1) Input shaft The input shaft 10 is arrange | positioned at the engine side of the double clutch apparatus 1, and the torque from an engine is input via the flywheel 3 and the damper mechanism 4 which are not shown in figure as mentioned above. The input shaft 10 includes a small-diameter portion 11 on the engine side and a large-diameter portion 12 on the transmission 2 side. The small diameter portion 11 has a spline groove 11a on the outer peripheral side, and is spline engaged with an inner peripheral side member of the damper mechanism 4 (not shown). The large diameter portion 12 has an outer diameter larger than that of the small diameter portion 11, and has a flange portion 13 on the outer peripheral side. First and second input members 110 and 210 of first and second clutches 100 and 200, which will be described later, are fixed to the flange portion 13 so as not to be relatively rotatable. The large-diameter portion 12 has a cylindrical portion 14 at the end on the transmission 2 side. As for the cylindrical part 14, the bearing 25 is arrange | positioned at the inner peripheral side. The large diameter portion 12 has a plurality of oil passages formed therein.

(2) Output shaft The first output shaft 20 is disposed coaxially with the input shaft 10 and outputs torque input from the input shaft 10 to the transmission 2 side. The first output shaft 20 includes a large-diameter portion 22 on the transmission 2 side and a small-diameter portion 21 protruding from the large-diameter portion 22 toward the engine. The large diameter portion 22 has a spline groove 21a on the outer peripheral side, and a first output member 120 of the first clutch 100 described later is spline engaged. The small diameter portion 21 is inserted into a bearing 25 provided at the transmission 2 side tip of the large diameter portion 12 of the input shaft 10. The second output shaft 30 is a cylindrical member coaxially disposed on the outer peripheral side of the first output shaft 20, and the torque input from the input shaft 10 is transmitted to the transmission 2 side in the same manner as the first output shaft 20. Output. The second output shaft 30 has a spline groove 30a on the outer peripheral side, and the second output member 220 of the second clutch 200 is spline engaged.

(3) First Clutch FIG. 3 is a schematic longitudinal sectional view around the first and second clutches 100 and 200. OO in FIG. 3 indicates the rotation center of the double clutch device 1. The first clutch 100 includes a first input member 110, a first output member 120, a first friction coupling portion 130, and a first urging force generation mechanism 140.

1) First Input Member The first input member 110 is an annular member disposed on the outer peripheral side of the input shaft 10. The first input member 110 is fixed to the flange portion 13 of the input shaft 10 by a plurality of rivets 400 (fixed members) to be described later together with the second input member 210 to be described later. The first input member 110 includes a first input cylindrical portion 111 provided on the outer peripheral side and extending toward the axial transmission 2 side, and a first intermediate cylindrical portion 112 having an outer diameter smaller than that of the first input cylindrical portion 111. Have. The first input cylindrical portion 111 has a plurality of first internal teeth 114 extending toward the inner peripheral side, and engages with a first friction coupling portion 130 described later so as not to be relatively rotatable and relatively movable in the axial direction. is doing. The first input cylindrical portion 111 is formed with a plurality of first input communication portions 117. The first input communication portion 117 is a slit that extends in the axial direction for improving the flow of hydraulic oil around the first friction coupling portion 130. Further, a first urging force generating mechanism 140 described later is disposed on the inner peripheral side of the first intermediate cylindrical portion 112.

2) First output member The first output member 120 includes a first inner peripheral tubular portion 122 extending toward the axial transmission 2 on the inner peripheral side, and a first output tubular portion extending toward the axial engine side on the outer peripheral side. 121. The first inner peripheral cylindrical portion 122 has a spline groove 122 a on the inner peripheral side, and is in spline engagement with the spline groove 21 a of the first output shaft 20. The first output tubular portion 121 is disposed on the inner peripheral side of the first input tubular portion 111. Further, the first output cylindrical portion 121 has a plurality of first external teeth 124 extending to the outer peripheral side, and is engaged with a first friction coupling portion 130, which will be described later, in a relatively non-rotatable manner and relatively movable in the axial direction. Match. Further, the first output cylindrical portion 121 is formed with a plurality of first output communication portions 127. The first output communication portion 127 is for improving the flow of hydraulic oil around the first friction coupling portion 130 and is a slit extending in the axial direction.

3) 1st friction connection part The 1st friction connection part 130 is arrange | positioned between the 1st input member 110 and the 1st output member 120, and the torque input into the 1st input member 110 is friction-engaged. This is for transmission to the first output member 120. The first friction coupling part 130 includes five first drive plates 131 and 133 and four first driven plates 135.

  The first drive plates 131 and 133 are annular plates arranged in the axial direction. The first drive plate 133 is restricted from moving toward the axial transmission 2 by the snap ring 116. The first drive plate 133 is formed thicker than the other first drive plates 131 so as to withstand the urging force in the axial direction. The first drive plates 131 and 133 respectively have a plurality of first external teeth 132 and 134 extending to the outer peripheral side. The first drive plates 131 and 133 are engaged with the first external teeth 132 and 134 and the first internal teeth 114 so that the first input plates 110 are not relatively rotatable and relatively movable in the axial direction. is doing.

  The first driven plate 135 is disposed between the adjacent first drive plates 131 and 133. The first driven plate 135 has a plurality of first internal teeth 136 extending to the inner peripheral side. The first driven plate 135 is engaged with the first output member 120 so as not to be rotatable relative to the first output member 120 and to be relatively movable in the axial direction by meshing the first inner teeth 136 and the first outer teeth 124.

4) First urging force generating mechanism The first urging force generating mechanism 140 is a mechanism for applying an urging force to the first friction coupling portion 130 by hydraulic pressure, and is a first intermediate cylindrical portion of the first input member 110. It is arranged on the inner peripheral side of 112. The first urging force generation mechanism 140 mainly includes a first piston member 141, a first hydraulic chamber 144, and a first elastic mechanism 146.

  The first piston member 141 is a member for applying an urging force in the axial direction to the first friction coupling portion 130 by hydraulic pressure, and is disposed on the inner peripheral side of the first intermediate cylindrical portion 112 so as to be relatively movable in the axial direction. ing. The first piston member 141 has a first outer peripheral protrusion 141a extending toward the axial transmission 2 on the outer peripheral side, and a first inner peripheral protrusion 141b extending toward the axial transmission 2 on the inner peripheral side. Yes. The end portion of the first outer peripheral protrusion 141 a abuts on the first drive plate 131 when the first friction coupling portion 130 is urged. The outer peripheral surface of the first outer peripheral protruding portion 141 a is in contact with the inner peripheral surface of the first intermediate cylindrical portion 112. Further, the inner peripheral surface of the first inner peripheral protrusion 141 b is in contact with the outer peripheral surface of the large-diameter portion 12 of the input shaft 10. The first piston member 141 is provided with a plurality of protrusions 141c arranged in the circumferential direction on the surface on the axial direction engine side in order to secure a first hydraulic chamber 144 described later.

  The first hydraulic chamber 144 is an annular space formed between the first input member 110 and the first piston member 141, and is filled with hydraulic oil. The first hydraulic chamber 144 is sealed so that the hydraulic pressure does not escape by annular seal members 142 and 143 provided on the first outer peripheral side and inner peripheral side protruding portions 141a and 141b of the first piston member 141. And the 1st piston member 141 is pressed to the axial direction transmission 2 side with the oil_pressure | hydraulic supplied from the 1st oil path 71 mentioned later. Accordingly, the first urging force generation mechanism 140 can apply an urging force in the axial direction to the first friction coupling portion 130.

  The first elastic mechanism 146 is for releasing the urging force from the first piston member 141 to the first friction coupling portion 130, and is arranged on the opposite side of the first piston member 141 from the first hydraulic chamber 144. Yes. The first elastic mechanism 146 includes a first annular member 146a, a plurality of first elastic members 146b, and a first hydraulic pressure cancel chamber 147. The first annular member 146a is an annular and plate-like member, and a part thereof is bent in the axial direction by pressing or the like. The outer peripheral side of the first annular member 146a is fixed in a sealed state on the inner peripheral side of the first outer peripheral side protruding portion 141a of the first piston member 141. Further, the inner peripheral side of the first annular member 146 a is restricted from moving toward the axial transmission 2 by a snap ring 12 a attached to the outer peripheral side of the large-diameter portion 12 of the input shaft 10. The first elastic member 146b is, for example, a coil spring or the like, and is arranged between the first piston member 141 and the first annular member 146a so as to be elastically deformable in the axial direction and in the circumferential direction.

  The first hydraulic pressure cancellation chamber 147 is an annular space formed between the first annular member 146a and the first piston member 141. The first piston member 141 and the first elastic mechanism 146 rotate at a high speed together with the first input member 110 regardless of the connection of the first clutch 100 or the like. Therefore, even if no hydraulic pressure is applied to the first hydraulic chamber 144, the hydraulic pressure is generated by the centrifugal force acting on the hydraulic oil in the first hydraulic chamber 144. As a result, the pressure in the first hydraulic chamber 144 increases during high-speed rotation, and the first clutch 100 may be automatically engaged. In order to prevent this, the first urging force generation mechanism 140 is provided with a first hydraulic pressure cancellation chamber 147 to generate hydraulic pressure by centrifugal force on both sides of the first piston member 141 so as to cancel each other. Thereby, the first urging force generation mechanism 140 does not need to consider generation of hydraulic pressure due to centrifugal force.

  When the oil pressure from the oil passage is applied to the first hydraulic chamber 144, the first piston member 141 moves to the axial transmission 2 side, and the first elastic member 146b is compressed in the axial direction. When the hydraulic pressure no longer acts on the first hydraulic chamber 144, the first piston member 141 is returned to the original position (position shown in FIG. 3) by the elastic force of the first elastic member 146b toward the axial engine. . As described above, the first urging force generation mechanism 140 can generate and release the urging force to the first friction coupling portion 130 by changing the hydraulic pressure of the first hydraulic chamber 144.

(4) Second Clutch The second clutch 200 includes a second input member 210, a second output member 220, a second friction coupling portion 230, and a second urging force generation mechanism 240.

1) Second Input Member The second input member 210 is an annular member arranged on the outer peripheral side of the input shaft 10. The second input member 210 is fixed to the flange portion 13 of the input shaft 10 together with the first input member 110 by a plurality of rivets 400 (fixing members) described later. The second input member 210 includes a second input cylindrical portion 211 provided on the outer peripheral side and extending toward the axial transmission 2 side, a second intermediate cylindrical portion 212 having an outer diameter smaller than that of the second input cylindrical portion 211, It has the 2nd inner peripheral side cylindrical part 213 provided in an inner peripheral side. The second input cylindrical portion 211 has a plurality of second internal teeth 214 extending toward the inner peripheral side, and engages with a second friction coupling portion 230 described later so as not to be relatively rotatable and to be relatively movable in the axial direction. is doing. A plurality of second input communication portions 217 are formed in the second input cylindrical portion 211. The second input communication part 217 is for improving the flow of hydraulic oil around the second frictional connection part 230, and is a hole arranged in the axial direction and the circumferential direction. The second intermediate tubular portion 212 is a tubular portion extending in the axial direction, and is disposed between the second input tubular portion 211 and the second inner peripheral tubular portion 213. The second inner peripheral cylindrical portion 213 is a cylindrical portion extending toward the axial transmission 2 and is disposed on the inner peripheral side of the second intermediate cylindrical portion 212. A second urging force generation mechanism 240 is disposed between the second intermediate cylindrical portion 212 and the second inner peripheral cylindrical portion 213. In addition, a recess 215 that accommodates a part of the control valve 40 described later is formed between the second inner peripheral cylindrical portion 213 and the input shaft 10 in the radial direction. A second thrust bearing 52 is arranged between the control valve 40 and the inner peripheral portion of the second input member in the axial direction.

2) Second output member The second output member 220 has a second output cylindrical portion 221 extending toward the axial direction engine side on the outer peripheral side, and a second fixing portion 222 to which the second output cylindrical portion 221 is fixed. is doing. The second output tubular portion 221 is disposed on the inner peripheral side of the second input tubular portion 211. Further, the second output cylindrical portion 221 has a plurality of second external teeth 224 extending to the outer peripheral side, and is engaged with a second friction coupling portion 230 described later so as not to be relatively rotatable and to be relatively movable in the axial direction. Match. Furthermore, a plurality of first output communication portions 227 are formed in the second output cylindrical portion 221. The first output communication portion 227 is a slit that extends in the axial direction for improving the flow of hydraulic oil around the second frictional connection portion 230. In the second fixing portion 222, the second output cylindrical portion 221 is fixed to the outer peripheral side by a rivet 223. Further, the second fixing portion 222 has a spline groove 226 on the inner peripheral side, and is in spline engagement with the spline groove 30 a of the second output shaft 30. Further, the second fixing portion 222 is restricted from moving toward the axial transmission 2 by a snap ring 31 provided on the outer peripheral side of the second output shaft 30. Further, a first thrust bearing 51 is disposed between the second fixing portion 222 and the first output member 120 in the axial direction.

3) Second friction coupling portion The second friction coupling portion 230 is disposed between the second input member 210 and the second output member 220, and the torque input to the second input member 210 is generated by friction engagement. This is for transmission to the second output member 220. The second frictional connection part 230 is disposed on the outer peripheral side of the first frictional connection part 130. The second frictional connection part 230 includes four second drive plates 231 and 233 and three second driven plates 235.

  The second drive plates 231 and 233 are annular plates arranged in the axial direction. The second drive plate 233 is restricted from moving toward the axial transmission 2 by a snap ring 216. The second drive plate 233 is formed thicker than the other second drive plates 231 so as to withstand the urging force in the axial direction. The second drive plates 231 and 233 respectively have a plurality of second external teeth 232 and 234 that extend to the outer peripheral side, and the second input member 210 meshes with the second internal teeth 214 of the second input member 210 so that the second input member It is engaged with 210 so that it cannot rotate relative to it and can move in the axial direction.

  The second driven plate 235 is disposed between the adjacent second drive plates 231 and 233. The second driven plate 235 has a plurality of second internal teeth 236 extending to the inner peripheral side. The second driven plate 235 is engaged with the second output member 220 so as not to be relatively rotatable and relatively movable in the axial direction by the engagement of the second inner teeth 236 and the second outer teeth 224.

4) Second urging force generation mechanism The second urging force generation mechanism 240 is a mechanism for applying an urging force to the second frictional connection portion 230 by hydraulic pressure, and is a second intermediate cylindrical portion of the second input member 210. It is arrange | positioned between 212 and the 2nd inner peripheral side cylindrical part 213. FIG. The second urging force generation mechanism 240 mainly includes a second piston member 241, a second hydraulic chamber 244, a second elastic mechanism 246, and a second hydraulic cancel chamber 247.

  The second piston member 241 is a member for applying an urging force in the axial direction to the second friction coupling portion 230 by hydraulic pressure, and is disposed on the inner peripheral side of the second intermediate cylindrical portion 212 so as to be relatively movable in the axial direction. ing. The second piston member 241 has a second outer peripheral protrusion 241a extending toward the axial transmission 2 on the outer peripheral side, and a second inner peripheral protrusion 241c extending toward the axial transmission 2 on the inner peripheral side. Yes. Further, the second piston member 241 has a second intermediate protrusion 241b between the second outer peripheral protrusion 241a and the second inner peripheral protrusion 241c. The end portion of the second outer peripheral protrusion 241a abuts on the second drive plate 231 when the second frictional connection portion 230 is urged. The outer peripheral surface of the second intermediate projecting portion 241b is in contact with the inner peripheral surface of the second intermediate cylindrical portion 212. Further, the inner peripheral surface of the second inner peripheral side protruding portion 241c is in contact with the outer peripheral surface of the second inner peripheral side cylindrical portion 213.

  The second hydraulic chamber 244 is an annular space formed between the second input member 210 and the second piston member 241 and is filled with hydraulic oil. The second hydraulic chamber 244 is sealed so that the hydraulic pressure does not escape by annular seal members 242 and 243 provided on the second intermediate and inner peripheral protrusions 241b and 241c of the second piston member 241. And the 2nd piston member 241 is pressed to the axial direction transmission 2 side with the oil_pressure | hydraulic supplied from the 2nd oil path 72 mentioned later. Accordingly, the second urging force generation mechanism 240 can apply an urging force in the axial direction to the second frictional connection portion 230.

  The second elastic mechanism 246 is for releasing the urging force from the second piston member 241 to the second friction connecting portion 230, and is disposed on the opposite side of the second piston member 241 from the second hydraulic chamber 244. Yes. The second elastic mechanism 246 includes a second annular member 246a, a plurality of second elastic members 246b, and a second hydraulic pressure cancellation chamber 247. The second annular member 246a is an annular and plate-like member, and a part thereof is bent in the axial direction by pressing or the like. The outer peripheral side of the second annular member 246a is fixed in a sealed state on the inner peripheral side of the second intermediate projecting portion 241b of the second piston member 241. Further, a part of the second annular member 246 a is restricted from moving toward the axial transmission 2 by the first input member 110 of the first clutch 100. The second elastic member 246b is, for example, a coil spring or the like, and is arranged between the second piston member 241 and the second annular member 246a so as to be elastically deformable in the axial direction and in the circumferential direction.

  The second hydraulic pressure cancellation chamber 247 is an annular space formed between the second annular member 246a and the second piston member 241. The second piston member 241 and the second elastic mechanism 246 rotate at a high speed together with the second input member 210 regardless of the connection of the second clutch 200 or the like. Therefore, even if no hydraulic pressure is applied to the second hydraulic chamber 244, hydraulic pressure is generated by the centrifugal force acting on the hydraulic oil in the second hydraulic chamber 244. As a result, the pressure in the second hydraulic chamber 244 increases during high-speed rotation, and the second clutch 200 may be automatically connected. In order to prevent this, the second urging force generating mechanism 240 is provided with a second hydraulic pressure canceling chamber 247 to generate hydraulic pressure by centrifugal force on both sides of the second piston member 241 so as to cancel each other. Thereby, the second urging force generation mechanism 240 does not need to consider generation of hydraulic pressure due to centrifugal force.

  When the oil pressure from the oil passage is applied to the second hydraulic chamber 244, the second piston member 241 moves toward the axial transmission 2 and the second elastic member 246b is compressed in the axial direction. When the hydraulic pressure no longer acts on the second hydraulic chamber 244, the second piston member 241 is returned to the original position (position shown in FIG. 3) by the elastic force of the second elastic member 246b toward the axial engine side. . As described above, the second urging force generation mechanism 240 can generate and release the urging force to the second frictional connection portion 230 by changing the hydraulic pressure of the second hydraulic chamber 244.

3. Structure around the rivet Here, the structure around the rivet 400 will be described in detail. FIG. 4 is a schematic vertical sectional view around the rivet 400. The rivet 400 is for fixing the first input member 110 and the second input member 210 to the input shaft 10. Specifically, the first input member 110 has an annular first inner peripheral fixing portion 113 on the inner peripheral side. The second input member 210 has an annular second inner periphery fixing portion 218 on the inner periphery side. The input shaft 10 has an annular flange portion 13 on the outer peripheral side. The first inner periphery fixing portion 113 and the second inner periphery fixing portion 218 sandwich the flange portion 13 in the axial direction. The first and second inner periphery fixing portions 113 and 218 are fixed to the flange portion 13 by rivets 400. In the present embodiment, the first inner periphery fixing portion 113 is disposed on the axial transmission side. The second inner periphery fixing portion 218 is disposed on the axial engine side.

  The rivet 400 includes a shaft part 410, a collar part 420, and a fixing part 430. The shaft portion 410 is a portion that penetrates the first and second inner periphery fixing portions 113 and 218 and the flange portion 13 in the axial direction. The collar portion 420 is a portion formed at the end portion of the shaft portion 410 on the second inner peripheral fixed portion 218 side, and has an outer diameter larger than that of the shaft portion 410. The fixed portion 430 is a portion formed at the end of the shaft portion 410 opposite to the flange portion 420 and has an outer diameter larger than that of the shaft portion 410. The fixing part 430 corresponds to the caulking side of the rivet 400.

  The collar portion 420 is accommodated in an accommodating portion 218 a formed in the second inner periphery fixing portion 218. Specifically, the collar part 420 is formed in a taper shape. The accommodating portion 218 a is provided on the axial engine side of the second inner peripheral fixed portion 218 and has a shape complementary to the collar portion 420. And the axial direction dimension of the collar part 420 is smaller than the axial direction dimension of the accommodating part 218a. Thereby, the collar part 420 does not protrude in the axial direction from the second inner periphery fixing part 218. Further, the fixed portion 430 is disposed in the first hydraulic chamber 144 of the first clutch 100. As a result, the axial dimension around the rivet 400 can be shortened, and the space around the rivet 400 can be used effectively. Thereby, the axial direction dimension of the double clutch apparatus 1 can be shortened.

In the double clutch device 1, since the first and second input members 110 and 210 are fixed to the input shaft 10 by the rivet 400, the first and second input members 110 and 210 are attached as in the prior art. There is no need to weld and fix the input shaft 10. As a result, since welding distortion does not occur in the first and second input members 110 and 210 during manufacturing, it is not necessary to machine each member in consideration of welding distortion. This eliminates the need for cleaning after assembly, and for example, the seal members 242, 243, and 246 are not adversely affected by the cleaning liquid. Further, since no welding heat is generated in the first and second input members 110 and 210 at the time of manufacture, it is possible to prevent the pre-assembled seal members 242, 243, 246, etc. from being melted or altered. As described above, in the double clutch device 1, problems during manufacturing and maintenance caused by welding and fixing the first and second input members 110 and 210 can be solved.

4). Control Valve Structure The control valve 40 will be described with reference to FIG. The control valve 40 is for supplying hydraulic pressure to the first and second clutches 100 and 200 and is an annular member disposed between the damper mechanism 4 and the second clutch 200 (not shown). The control valve 40 is rotatable relative to the input shaft 10 and is fixed inside a casing (not shown). The control valve 40 partitions the inside of a casing (not shown) into the double clutch device 1 side and the engine side. The control valve 40 mainly includes a first member 41 on the engine side, a second member 42 on the transmission 2 side, and a third member 43 disposed on the inner peripheral side of the second member 42.

  The first member 41 and the second member 42 are members divided in the axial direction, and a plurality of oil chambers and oil passages are formed on the mating surfaces of both the members 41 and 42, respectively. The 1st member 41 is arrange | positioned at the outer peripheral side of the small diameter part 11 of the input shaft 10, and the some hydraulic pressure supply chamber 41a is formed. The first member 41 has a seal member 50 on the inner peripheral side and a seal member 49 on the outer peripheral side. The second member 42 is disposed on the outer peripheral side of the large-diameter portion 12 of the input shaft 10, and a plurality of supply oil passages 71z, 72z, and 73z are formed therein. Each supply oil path 71z, 72z, and 73z is arrange | positioned so that the hydraulic pressure supply chamber 41a and each oil path mentioned later may be connected. Further, the supply oil passages 71z, 72z, and 73z are arranged with their circumferential positions shifted so as not to interfere with each other. The second member 42 has a protruding portion 42a that protrudes in a cylindrical shape toward the axial transmission 2 on the inner peripheral side. The third member 43 is an annular member that is inserted into the inner peripheral side of the second member 42, more specifically, the inner peripheral side of the protruding portion 42a. The protruding portion 42 a and the third member 43 are integrated to form a cylindrical protruding portion 44. The cylindrical protrusion 44 is accommodated in a recess 215 formed on the inner peripheral side of the second inner peripheral cylindrical portion 213 of the second input member 210. A second thrust bearing 52 is disposed between the third member 43 and the second inner peripheral fixed portion 218 in the axial direction. The second member 42 and the third member 43 have a plurality of oil passages formed therein.

5. Structure around the oil passage The structure around the oil passage will be described with reference to FIG. The oil passage formed inside the control valve 40 and the input shaft 10 includes a first oil passage 71, a second oil passage 72, and a third oil passage 73. These oil passages are independent of each other and can transmit oil pressure separately.

  The first oil passage 71 is connected to the first hydraulic chamber 144 of the first clutch 100 and is formed inside the third member 43 and the input shaft 10. Specifically, the first oil passage 71 includes a first groove 71a, a first annular oil passage 71c, and oil passages 71b, 71d, 71e, 71f. The first groove 71a is formed by an axially extending groove formed on the outer peripheral side of the third member and the inner peripheral surface of the second member 42, and connects the supply oil passage 71z and the oil passage 71b. Yes. The first annular oil passage 71 c is formed by a groove provided annularly on the outer peripheral side of the large diameter portion 12 and an inner peripheral surface of the third member 43. Further, the gap between the sliding surfaces of the large diameter portion 12 and the third member 43 is sealed by the seal member 17. The oil passage 71e is formed in the large diameter portion 12 of the input shaft 10 so as to extend in the axial direction. The oil passage 71b is formed in the second member 42 so as to extend in the radial direction, and connects the first groove 71a and the first annular oil passage 71c. The oil passage 71d is formed so as to extend in the radial direction inside the large diameter portion 12, and connects the first annular oil passage 71c and the oil passage 71e. The oil passage 71f is formed in the large-diameter portion 12 so as to extend in the radial direction, and connects the oil passage 71e and the first hydraulic chamber 144. With these structures, the first oil passage 71 can transmit the hydraulic pressure supplied to the supply oil passage 71z to the first hydraulic chamber 144 even when the input shaft 10 and the first clutch 100 are rotating.

  The second oil passage 72 is connected to the second hydraulic chamber 244 of the second clutch 200 and is formed inside the third member 43. Specifically, the second oil passage 72 includes a second groove portion 72a, a second annular oil passage 72c, an oil passage 72b, and a plurality of 72d. The second groove 72a is formed by an axially extending groove formed on the outer peripheral side of the third member and the inner peripheral surface of the second member 42, and connects the supply oil passage 72z and the oil passage 72b. Yes. The 2nd groove part 72a is shifted and arrange | positioned so that it may not interfere with the 1st groove part 71a. The second annular oil passage 72 c is formed by a groove provided annularly on the outer peripheral side of the protruding portion 42 a of the second member 42 and an inner peripheral surface of the second inner peripheral side tubular portion 213 of the second input member 210. ing. A gap between the sliding surfaces of the projecting portion 42 a and the second inner peripheral cylindrical portion 213 is sealed by a seal member 47. The oil passage 72b is formed so as to extend in the radial direction inside the protruding portion 42a, and connects the second groove portion 72a and the second annular oil passage 72c. The oil passage 72d passes through the second inner peripheral cylindrical portion 213 in the radial direction and is disposed in the circumferential direction. The oil passage 72d connects the second annular oil passage 72c and the second hydraulic chamber 244. With these structures, the second oil passage 72 can transmit the hydraulic pressure supplied to the supply oil passage 72z to the second hydraulic chamber 244 even when the input shaft 10 and the second clutch 200 are rotating.

  The third oil passage 73 is connected to an internal space other than the first and second hydraulic chambers 144 and 244 of the first and second clutches 100 and 200, and is formed inside the third member 43 and the input shaft 10. ing. Specifically, the third oil passage 73 includes a third groove 73a, a third annular oil passage 73c, and oil passages 73b, 73d, 73e, 73f, 73g, 73h, and 73i. The third groove 73a is formed by an axially extending groove formed on the outer peripheral side of the third member and the inner peripheral surface of the second member 42, and connects the supply oil passage 73z and the oil passage 73b. Yes. The third groove 73a is arranged with a circumferential position shifted so as not to interfere with the first and second grooves 71a and 72a. The third annular oil passage 73 c is formed by a groove provided annularly on the outer peripheral side of the large diameter portion 12 and an inner peripheral surface of the third member 43. The gap between the sliding surfaces of the large diameter portion 12 and the third member 43 is sealed by the seal member 17. The oil passage 73e is formed in the large-diameter portion 12 of the input shaft 10 so as to extend in the axial direction, and communicates with a space in which the bearing 25 is disposed. The oil passage 73b is formed in the second member 42 so as to extend in the radial direction, and connects the third groove 73a and the third annular oil passage 73c. The oil passage 73d is formed so as to extend in the radial direction inside the large diameter portion 12, and connects the third annular oil passage 73c and the oil passage 73e. The oil passage 73f is formed to extend in the radial direction inside the large-diameter portion 12, and connects the oil passage 73e and the space 52a in which the second thrust bearing 52 is disposed. The oil passage 73g is formed to extend in the radial direction inside the large diameter portion 12, and connects the oil passage 73e and the first hydraulic pressure cancel chamber 147. The oil passage 73h penetrates the cylindrical portion 12b provided at the front end of the large diameter portion 12 on the transmission 2 side in the radial direction, and connects the space 15a in which the bearing 25 is disposed and the space inside the first clutch 100. It is connected. The oil passage 73i is provided on the inner peripheral side of the second inner peripheral cylindrical portion 213 of the second input member 210 in order to connect the second hydraulic pressure cancel chamber 247 and the space 52a. The space 150 in the first clutch 100 communicates with the space in the second clutch 200 via the first and second input communication portions 117 and 217 and the first and second output communication portions 127 and 227, respectively. is doing. With these structures, the third oil passage 73 can transmit the hydraulic pressure supplied to the supply oil passage 73z to each space while the input shaft 10, the first and second clutches 100, 200 are rotating. . Further, even when the first and second piston members 141 and 241 move in the axial direction and the internal volumes of the first and second clutches 100 and 200 change, hydraulic oil can be supplied and discharged from the oil passage 73. It is.

  The oil path explained above is summarized. As shown in FIG. 4, the first annular oil passage 71c and the third annular oil passage 73c are arranged in parallel in the axial direction. The second annular oil passage 72c is disposed on the outer peripheral side of the first annular oil passage 71c. Further, the first groove portions 71a, 72a, and 73a are disposed between the first annular oil passage 71c and the second annular oil passage 72c in the radial direction. With these structures, the double clutch device 1 can reduce the axial dimension of the portion where the oil passage is formed, and can reduce the overall axial dimension of the multiple clutch device 1.

  Further, a concave portion 215 that enters the axial transmission 2 side is formed on the inner peripheral side of the second inner peripheral cylindrical portion 213. The recess 215 is a space formed on the axial direction engine side of the second inner periphery fixing portion 218. And since the collar part 420 of the rivet 400 is accommodated in the accommodating part 218a of the 2nd inner peripheral fixing | fixed part 218, the space of the recessed part 215 becomes wider. Further, the protrusion 42 a and the third member 43 of the control valve 40 are accommodated in the recess 215. Due to these structures, the double clutch device 1 can effectively use the space around the inner peripheral portion of the second clutch 200, more specifically, the rivet 400. Can be shortened.

  Further, the annular oil passages 71 c, 72 c and 73 c are formed inside the protrusion 42 a and the third member 43 accommodated in the recess 215. With these structures, the dual clutch device 1 can reduce the axial dimension of the portion where the oil passage is formed, and can effectively use the space around the inner periphery of the second clutch 200. The axial dimension of the entire double clutch device 1 can be more reliably shortened.

6). Operation (1) Operation of Compound Clutch Device The operation of the compound clutch device 1 described above will be described with reference to FIG. When the first clutch 100 is in the connected state, the hydraulic pressure is supplied to the first hydraulic chamber 144 via the oil passage 71. The hydraulic pressure is supplied by, for example, operating a solenoid valve (not shown) provided in the control valve 40 by an electronic control device. The first piston member 141 biases the first drive plate 131 in the axial direction by a biasing force generated by hydraulic pressure. As a result, the first drive plate 131 and the first driven plate 135 are held between the first piston member 141 and the first drive plate 133. And the 1st input member 110, the 1st output member 120, and the 1st friction connection part 130 rotate integrally by the frictional force which generate | occur | produces between each plate 131,133,135. Thereby, the torque input to the input shaft 10 is transmitted to the first output shaft 20 via the first clutch 100. When bringing the first clutch 100 into the disengaged state, the supply of hydraulic pressure to the first hydraulic chamber 144 is stopped. As a result, the first piston member 141 is pressed toward the axial engine side by the action of the first elastic mechanism 146. As a result, the frictional connection of the first frictional connection portion 130 is released, and the torque transmission to the first output shaft 20 is interrupted. Since the clutch connection and release procedures described above are the same for the second clutch 200, detailed description thereof is omitted.

(2) Operation at the time of shifting For example, when using the first clutch 100 at the first speed traveling and the second clutch 200 at the second speed traveling, the operation for shifting from the first speed to the second speed will be briefly described. During the first speed traveling, the first clutch 100 is connected and the second clutch 200 is not connected. Before shifting to the second speed, the gear pair for the second speed is connected in advance to the second output shaft 30 of the second clutch 200 by the switching sleeve. Then, the first clutch 100 is released and the second clutch 200 is connected. As a result, torque is transmitted to the drive shaft 2a through the gear pair for the second speed and the vehicle travels at the second speed. By automatically performing the operations of the first and second clutches 100 and 200 at substantially the same timing, it is possible to perform a smooth and lean automatic shift without so-called torque interruption.

7). Other Embodiments The present invention is not limited to the above-described embodiments, and various changes and modifications can be made without departing from the scope of the present invention.

(1) Rivet In the embodiment described above, the fixing member is described as a rivet, but other fixing means may be used as long as it is other than welding fixing.

The block diagram of AMT carrying the double type clutch apparatus as one Embodiment of this invention. 1 is a schematic longitudinal sectional view of a double clutch device 1 as an embodiment of the present invention. The longitudinal cross-sectional schematic of the 1st and 2nd clutches 100 and 200 periphery. The longitudinal cross-sectional schematic of the rivet 400 periphery. The longitudinal cross-sectional schematic of the conventional double clutch apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Compound clutch apparatus 2 Transmission 3 Flywheel 4 Damper mechanism 10 Input shaft 20 1st output shaft 30 2nd output shaft 40 Control valve 100 1st clutch 110 1st input member 113 1st inner peripheral fixing | fixed part 120 1st output member 130 First piston member 140 First biasing force generating mechanism 200 Second clutch 200 Second clutch 210 Second input member 218 Second inner peripheral fixed portion 218a Housing portion 220 Second output member 230 Second piston member 240 Second biasing force generation Mechanism 400 Rivet (fixing member)
410 Shaft 420 Collar 430 Fixed part

Claims (15)

A dual clutch device for outputting torque input from a member on an engine side to a transmission side,
An input shaft to which torque is input from the engine-side member;
A first output shaft disposed coaxially with the input shaft;
A cylindrical second output shaft disposed coaxially on the outer peripheral side of the first output shaft;
A first clutch disposed on the outer peripheral side of the input shaft and capable of transmitting and blocking torque input to the input shaft to the first output shaft;
A second clutch disposed on the outer peripheral side of the first clutch and capable of transmitting and blocking torque input to the input shaft to the second output shaft;
A compound clutch device comprising a plurality of fixing members for fixing inner peripheral portions of the first and second clutches to the input shaft, respectively. The first clutch has a first input member to which torque is transmitted from the input shaft,
The second clutch has a second input member to which torque is transmitted from the input shaft,
Inner peripheral portions of the first and second input members are fixed to the input shaft by the fixing member,
The double clutch device according to claim 1. The input shaft has an annular flange portion on the outer peripheral side,
Inner peripheral portions of the first and second input members are fixed to the flange portion by the fixing member,
The double clutch device according to claim 2. The flange portion is sandwiched in the axial direction by inner peripheral portions of the first and second input members,
The double clutch device according to claim 3. The inner peripheral portion of the first input member is disposed on the transmission side in the axial direction of the flange portion,
The inner peripheral portion of the second input member is disposed on the engine side in the axial direction of the flange portion.
The double clutch device according to claim 3 or 4. The fixing member is
A shaft portion passing through the inner peripheral portion of the first and second input members and the flange portion in the axial direction;
A flange portion formed on an end portion of the shaft portion on the second input member side and having a larger outer diameter than the shaft portion;
The shaft portion is formed at an end opposite to the collar portion, and has a fixed portion having a larger outer diameter than the shaft portion.
The double clutch device according to any one of claims 3 to 5. The second input member has an accommodating portion for accommodating the collar portion in the axial direction,
The axial dimension of the collar portion is smaller than the axial dimension of the accommodating portion,
The double clutch device according to claim 6. The fixing member is a rivet;
The first and second input members are fixed to the flange portion by processing a fixing portion of the fixing member.
The double clutch device according to claim 6 or 7. The first clutch is
An annular first input member coupled to the input shaft;
An annular first output member disposed on the inner peripheral side of the first input member and connected to the first output shaft;
A first friction coupling portion disposed between the first input member and the first output member for transmitting torque input to the first input member to the first output member by friction engagement;
A first urging force generating mechanism for applying an urging force to the first friction coupling portion by hydraulic pressure transmitted from the oil passage;
The second clutch is
An annular second input member coupled to the input shaft;
An annular second output member disposed on the inner peripheral side of the second input member and connected to the second output shaft;
A second friction coupling portion disposed between the second input member and the second output member for transmitting torque input to the second input member to the second output member by friction engagement;
A second urging force generation mechanism for applying an urging force to the second friction coupling portion by the hydraulic pressure transmitted from the oil passage;
The double clutch device according to any one of claims 1 to 8. The second friction coupling part is disposed on the outer peripheral side of the first friction coupling part.
The double clutch device according to claim 9. The first friction coupling portion is
A plurality of annular first drive plates disposed in an axial direction and engaged with the first input member so as not to rotate relative to the first input member and to be movable relative to the axial direction;
An annular first driven plate which is disposed between the adjacent first drive plates and engages with the first output member so as not to rotate relative to the first output member and to be relatively movable in the axial direction;
The second friction coupling portion is
A plurality of annular second drive plates that are disposed in the axial direction and engage with the second input member so as not to rotate relative to the second input member and to be relatively movable in the axial direction;
An annular second driven plate that is disposed between the adjacent second drive plates and engages with the second output member so as not to be relatively rotatable and relatively movable in the axial direction;
The double clutch device according to claim 9 or 10. The first urging force generating mechanism is
A first piston member that is disposed on the inner peripheral side of the first input member so as to be relatively movable in the axial direction, and that applies an urging force in the axial direction to the first friction coupling portion by hydraulic pressure;
A first hydraulic chamber formed between the first input member and the first piston member and connected to the oil passage;
A first elastic mechanism disposed on a side opposite to the first hydraulic chamber of the first piston member, and for releasing a biasing force to the first friction coupling portion;
The second urging force generating mechanism is
A second piston member disposed on the inner peripheral side of the second input member so as to be relatively movable in the axial direction, and for applying an urging force in the axial direction to the second frictional connection portion by hydraulic pressure;
A second hydraulic chamber formed between the second input member and the second piston member and connected to the oil passage;
A second elastic mechanism disposed on a side opposite to the second hydraulic chamber of the second piston member, and for releasing an urging force to the second frictional connection portion;
The double clutch device according to any one of claims 9 to 11. A fixing portion of the fixing member is disposed in the first hydraulic chamber;
The double clutch device according to claim 12. The second clutch has an annular recess that enters the transmission side in the axial direction on the inner peripheral side,
The double clutch device according to any one of claims 1 to 13. A damper mechanism that is disposed between the engine and the input shaft and elastically connects the input shaft in a rotational direction to a member on the engine side;
The double clutch device according to any one of claims 1 to 14.

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