CN1991193A - Twin clutch device - Google Patents

Abstract

A dual clutch in which a second clutch is arranged coaxially and radially within a first outer clutch forming an annular plate portion. An inner clutch of the two clutches is disposed between a clutch member forming part of the first and second outer clutches and an annular plate portion. The lift pin has an axis parallel to the shafts of the first and second clutches and is axially movable through the two inner clutches to contact the pressure plate with one end thereof. The first and second drive controls are capable of applying a control force against the spring force of the first and second clutch springs to disengage the first and second clutches. A second outer clutch rotates with the first outer clutch and is disposed coaxially with the first clutch. A pair of outer clutches are connected to each other in a relatively non-rotating manner.

Description

dual clutch device

Cross-references in relation to applications

This application claims priority under 35USC 119 to Japanese Patent Applications Nos. 2005-377451, 2005-377452, and 2005-377453 filed on December 28, 2005, the entire contents of which are hereby incorporated by reference.

technical field

A dual clutch comprising a multi-disc type first clutch comprising a first outer clutch formed in a bottomed cylindrical shape, having an annular plate portion at one end of the first outer clutch, which is transmitted by a power source power to rotate. The second clutch of multi-disc type includes a second outer clutch that rotates together with the first outer clutch and is coaxially disposed within the first clutch in a radial direction. One of the inner clutches belonging to the first and second clutches, respectively, is disposed between a clutch member constituting a part of the first and second outer clutches and the annular plate portion, the clutch member being rotatable relative to the inner clutch. The present invention relates to a dual clutch, which includes a first clutch that is connected by the spring force of the first clutch spring, and a second clutch that is coaxial with the first clutch and that is connected by the spring force of the second clutch spring. Second clutch. The present invention also relates to a dual clutch comprising a multi-disc type first clutch having a cylindrical portion and a first outer clutch rotating due to power transmitted from a power source. A second clutch of the multi-plate type is provided which includes a second outer clutch which rotates with and is coaxially disposed with the first outer clutch.

Background technique

A double clutch is disclosed in German Patent No. 4332466, wherein the second clutch is arranged coaxially and radially within the first clutch, which consists of a bottomed cylindrical outer clutch with an annular The plate portion, the inner clutch of the second clutch is disposed between the inner clutch of the first clutch and the annular plate portion.

However, in the dual-clutch device disclosed in German Patent No. 4332466, the first clutch and the second clutch realize the connected state by applying an external force. Therefore, in providing gear transmission to the dual clutch, it is often necessary to apply an external force to the dual clutch device, and thus such a device is not ideal. Therefore, it is desirable to provide a structure in which the first clutch and the second clutch are brought into a disengaged state when an external force is applied. However, since the inner clutch of the second clutch is disposed between the outer clutch annular plate portion of the first clutch and the inner clutch of the first clutch, it is difficult to simply form such a structure that the first and second clutches can be connected by applying an external force. The second clutch enters the disengaged state.

As disclosed in the patent document EP-A-1400715, a dual clutch is known for applying a control force for changing the disconnected/connected state to first and second clutches arranged coaxially, which employs Separately correspond to the electric motors of the first and second clutches.

However, in the double clutch arrangement disclosed in EP-A-1400715, it is necessary to provide a pair of electric motors individually corresponding to the first and second clutches. Therefore, in addition to increasing the number of parts, the structure also becomes complicated. In addition, manufacturing costs increase and the size of the dual clutch device becomes large.

In addition, a double clutch is also known, which uses screws to connect the outer clutches of the first and second clutches coaxially. See, for example, JP-A-61-153023.

However, in the structure in which the two outer clutches are fixed with screws, that is, in the case of the double clutch disclosed in JP-A-61-153023, since the screw fixing increases the outer peripheral diameter of the outer clutch, not only the size of the double clutch is large, Furthermore, the number of parts increases and the number of assembly man-hours increases.

Contents of the invention

The present invention has been made under such circumstances, and an object of the present invention is to provide a dual clutch that can simplify the structure of bringing the clutch into a disengaged state by applying an external force.

In order to achieve the above objects, one embodiment of the present invention relates to a dual clutch comprising a multi-disc type first clutch having a first outer clutch formed in a bottomed cylindrical shape with an annular plate at one end thereof part, which rotates due to the power transmitted by the power source. The second clutch of the multi-disc type includes a second outer clutch that rotates with the first outer clutch and is coaxially disposed radially within the first clutch. One of the inner clutches respectively provided to the first and second clutches is disposed between a clutch member constituting a part of the first and second outer clutches and the annular plate portion, the clutch member being rotatable relative to the inner clutch. Ring-shaped pressure plates for shifting the first and second clutches between the disconnected state and the connected state support end portions on the side of the ring-shaped plate portions of the two inner clutches, respectively, in a state in which the pressure plates are operable in the axial direction. Meanwhile, clutch springs for biasing the pressure plate to the connection side are respectively provided at end portions on one side of the annular plate portion. The lift pin has an axis parallel to the shafts of the first and second clutches and axially movably passes through the two inner clutches, respectively, in a state where the end of the lift pin can push the pressure plate against the spring biasing force of the clutch spring , one end of the lifting pin is in contact with the pressure plate respectively. Drive pins have axes parallel to the first and second clutch shafts and pass through the clutch members respectively in an axially movable manner, one end of the drive pin being lifted by a thrust bearing arrangement and one of the two lift pins passing through an inner clutch. Connect the other end of the pin.

In addition, one embodiment of the present invention provides annular spring seats inserted between two clutch springs and two pressure plates, respectively.

In addition, an embodiment of the present invention provides a clutch disconnection/connection control device, which includes a camshaft rotatable about an axis perpendicular to the first and second clutch shafts, mounted on the camshaft separately and correspondingly The cams of the first and second clutches are interlockingly connected to the other end of the lift pin and the other end of the drive pin passing through the other inner clutch. Thereby, the clutch disconnecting/connecting means are allowed to push and drive the drive pin and the lift pin through the other inner clutch independently of each other and corresponding to the rotational position of the camshaft.

Here, the second outer clutch 37 of the first embodiment corresponds to the clutch member of the present invention. Furthermore, the thrust bearing corresponds to the thrust bearing arrangement of the present invention.

According to an embodiment of the present invention, applying an external force to the lift pins axially pushes the lift pins passing through the inner clutches of the first and second clutches respectively, so that the first and second clutches can enter a disengaged state. In addition, when one side of the inner clutch is disposed between the annular plate portion of the first outer clutch and the clutch member, the clutch member is rotatable relative to an inner clutch, and one end of the drive pin moving axially through the clutch member passes through the thrust The bearing assembly is connected with the other end of the lift pin passing through an inner clutch. Thus, the lift pin of an inner clutch can be driven axially regardless of the relative rotation of an inner clutch and clutch member. According to the simple construction of inserting the thrust bearing device between the lifting pin and the driving pin, it is possible to bring the clutch including an inner clutch into a disengaged state by applying an external force. In addition, since the operating directions and driving directions of the two lifting members are the same, it is possible to implement a structure in which a driving force for connecting or disconnecting the first and second clutches is applied to the two lifting pins in a simple manner.

In addition, according to an embodiment of the present invention, the clutch spring is brought into contact with the pressure plate through an annular spring seat. Therefore, the spring force of the clutch spring can be uniformly applied to the entire periphery of the pressure plate, thereby ensuring reliable disconnection and connection of the first and second clutches.

In addition, according to an embodiment of the present invention, by using the clutch disconnection/connection control means common to the first and second clutches, the switching between the disconnected state and the connected state of the two clutches can be performed independently of each other. Therefore, the structure of applying an external force to switch the first and second clutches between the disconnected state and the connected state is simplified.

An embodiment of the present invention provides a dual clutch device that can reduce the number of parts, simplify the structure, reduce manufacturing costs, and miniaturize the dual clutch.

In order to achieve the above object, an embodiment of the present invention relates to a dual clutch, which includes a first clutch that is connected by the spring force of the first clutch spring, and a clutch that is arranged coaxially with the first clutch and relies on the second clutch. The spring force of the clutch spring obtains the second clutch in the connected state. A single camshaft is provided common to the first and second clutches, which is rotatable about an axis perpendicular to the shafts of the two clutches. An actuator rotatably drives the camshaft and is connected to the camshaft. The first and second drive controls are configured to apply a control force against the spring force of the first and second clutch springs in a direction to disengage the first and second clutches. The first and second clutches respectively follow first and second cams mounted on the camshaft corresponding to the first and second clutches, and are interlockingly connected to the first and second cams.

In addition, according to an embodiment of the present invention, a single motor and a speed reduction mechanism that transmits the output of the motor to the camshaft in a speed reduction manner constitute the actuator.

The first lift pin 65 of one embodiment corresponds to the first drive control of the present invention, and the second lift pin 66 of this embodiment corresponds to the second drive control of the present invention.

According to an embodiment of the present invention, it is possible to switch the disconnection/connection of the two clutches independently of each other, and individually employ a single camshaft common to the first and second clutches. Therefore, it is only necessary to prepare one actuator to rotatably drive the camshaft, whereby the number of parts can be reduced, the structure can be simplified, the manufacturing cost can be reduced, and the dual clutch device can be miniaturized.

In addition, according to an embodiment of the present invention, an actuator having a lightweight and compact configuration can be provided.

According to one embodiment of the present invention, there is provided a dual clutch device which can connect a pair of outer clutches in a relatively non-rotating manner, reducing the number of parts and assembling man-hours, and at the same time miniaturizing the dual clutch.

To achieve the above objects, an embodiment of the present invention relates to a dual clutch comprising a multi-disc type first clutch having a cylindrical area and a first outer clutch whose power source transmits power to rotate. A second clutch of the multi-disk type is provided having a second outer clutch that rotates with the first outer clutch and is disposed coaxially with the first clutch. The first outer clutch is disposed radially outward with respect to the second clutch, and has an annular plate portion integrally and continuously formed at one end of the cylindrical portion. The plurality of clutch disc engagement grooves allow outer peripheries of the plurality of clutch discs of the first clutch to engage therewith in a relatively non-rotational manner. A plurality of outer clutch engagement grooves are formed in the cylindrical portion, which are disposed between the associated clutch disc engagement grooves, wherein the plurality of outer clutch engagement grooves allow the outer periphery of the second outer clutch to engage therewith in a relatively non-rotational manner.

In addition, according to an embodiment of the present invention, the second outer clutch is disposed at a position where the second outer clutch and the annular plate portion sandwich the first inner clutch included in the first clutch. A snap ring contacts and cooperates with the outer periphery of the second outer clutch from the axial outside, and is installed on the first outer clutch.

In addition, according to an embodiment of the present invention, the axial length of the clutch disc engaging groove and the axial length of the outer clutch engaging groove are different from each other.

In addition, according to an embodiment of the present invention, the coupling groove of the clutch disc and the coupling groove of the outer clutch are formed on the cylindrical portion in a manner of being spaced apart in the circumferential direction, wherein the coupling groove of the clutch disc and the coupling groove of the outer clutch are opposite to the annular plate portion. The other end of the cylindrical portion (36a) is open.

According to one embodiment of the present invention, the outer peripheries of the plurality of clutch discs included in the first clutch are engaged with the cylindrical portion of the first outer clutch in a relatively non-rotating manner; parts are relatively non-rotatable fit. Therefore, by connecting the first and second outer clutches in a relatively non-rotating manner, it is possible to prevent the outer peripheral diameters of the first and second outer clutches from becoming large. Therefore, the dual clutch can be miniaturized. In addition, the number of parts can be reduced, and at the same time, the number of assembly man-hours can be reduced, thereby facilitating the assembly of the dual clutch device.

In addition, according to an embodiment of the present invention, it is possible to prevent the movement of the second outer clutch relative to the first outer clutch in the axially outward direction with a simple configuration.

In addition, according to an embodiment of the present invention, misassembly of the plurality of clutch discs and the second outer clutch to the first outer clutch can be easily prevented, thus also facilitating the assembly of the dual clutch device.

In addition, according to an embodiment of the present invention, the assembly of the plurality of clutch plates and the second outer clutch to the first outer clutch can be more facilitated.

Further scope of applicability of the present invention will be apparent from the detailed description given below. It should be understood, however, that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are given by way of illustration and example only, since various changes and modifications can be made from this detailed description within the spirit and scope of the invention. Modifications will become apparent to those skilled in the art.

Description of drawings

The present invention will be more fully understood from the detailed description and accompanying drawings given below, and the accompanying drawings are provided by way of illustration and example only, and therefore do not limit the present invention, wherein:

Fig. 1 is a schematic structural view showing a double clutch type gear transmission;

Fig. 2 is a longitudinal sectional view of a double clutch device;

Fig. 3 is the enlarged view of main part in Fig. 2;

Figure 4 is a cross-sectional view taken along line 4-4 in Figure 3;

Figure 5 is a perspective view of the first outer clutch, partly broken away;

Figure 6 is an enlarged cross-sectional view taken along line 6-6 in Figure 3;

Fig. 7 is a view showing the rotational position of the camshaft and the displacement of the lifting member as a comparison;

Fig. 8 (a) and (b) are the characteristic diagrams showing the shift characteristics when performing the upshifting operation;

9(a) and (b) are diagrams showing shift characteristics when a downshift operation is performed.

Detailed ways

Hereinafter, an embodiment for realizing the present invention will be described based on an embodiment of the present invention shown in the drawings.

1 to 9(b) are views showing an embodiment of the present invention.

As shown in FIG. 1, a plurality of pistons 11, 11, . . . are provided, for example, for a multi-cylinder engine mounted on a motorcycle. Each piston is connected to a crankshaft 12 which is rotatably supported on a crankcase not shown in the figures. The rotational power of the crankshaft 12 is input to the dual clutch device 15 through the main gear reduction device 13 and the rubber damper 14 . On the other hand, the crankcase accommodates an odd shift gear train 16, which includes odd shift gear trains, for example, first and third shift gear trains G1, G3 that can be selectively established, and the crankshaft The housing also accommodates an even shift gear train 17 which includes even shift gear trains, for example, second and fourth shift gear trains G2, G4 which can be selectively established. Power transmission from the crankshaft 12 to the odd-numbered shift gear transmission 16 and the even-numbered shift gear transmission 17 through the final reduction gear 13 and the rubber damper 14 . . .

On the crankcase, a cylindrical first main shaft 18 is rotatably supported, which has an axis parallel to the crankshaft 12, and a second main shaft 19 coaxially passes through the first main shaft 18 to such a state that the second The main shaft 19 is rotatable relative to the first main shaft 18, and is arranged at a fixed position relative to the first main shaft 18 in the axial direction. Furthermore, a secondary shaft 30 is provided which has an axis parallel to the first and second main shafts 18,19. The even shift gear transmission 17 is arranged between the first main shaft 18 and the lay shaft 30 , while the odd shift gear transmission 16 is arranged between the second main shaft 19 and the lay shaft 30 . A drive sprocket 31 is fixed at the end of the countershaft 30 rotatably passing through the crankcase so that a chain that transmits power to the rear wheels (not shown) can surround the drive sprocket 31.

The second shifting gear train G2 includes a second-speed driving gear 25 integrally formed with the first main shaft 18, and a second-speed driven gear 26 which is rotatably supported on the layshaft 30 by the layshaft 30. shaft 30, and meshes with the driving gear 25 of the second gear speed. The fourth shift gear train G4 includes a fourth-speed driving gear 27 fixed on the first main shaft 18, and a fourth-speed driven gear 28 supported on the secondary shaft in a rotatable manner relative to the layshaft 30. On the shaft 30, and meshes with the drive gear 27 of the fourth gear speed. Additionally, a second shifter 29 is splined to layshaft 30 at a location between the driven gears 26, 28 of the second and fourth speeds. Thus, due to the axial movement of the second shifter 29, it is possible to shift between the following two shifting states: One is a state in which the driven gears 26, 28 of the second and fourth speeds are allowed to rotate freely relative to the layshaft 30 (neutral state), the other state is that one of the driven gears 26, 28 of the second and fourth speeds is engaged to the layshaft 30 in a non-rotating manner relative to the layshaft 30, thereby establishing the second shift gear train G2 or fourth gear train G4.

The first shifting gear train G1 includes a first-speed driving gear 20 integrally formed with the second main shaft 19, and a first-speed driven gear 21 supported on the secondary shaft in a rotatable manner relative to the secondary shaft 30. shaft 30 and meshes with the driving gear 20 of the first gear speed. The third shifting gear train G3 includes a third-speed driving gear 22 fixed on the second main shaft 19, and a third-speed driven gear 23 supported on the countershaft 30 in a rotatable manner relative to the countershaft 30 shaft 30, and meshes with the driving gear 22 of the third gear speed. Additionally, a first shifter 24 is connected to the layshaft 30 by a spline fit at a location between the driven gears 21, 23 of the first and third speeds. Therefore, due to the axial movement of the first shifter 24, it is possible to change between the following two shifting states: a state in which the driven gears 21, 23 of the first and third speeds are allowed to rotate freely relative to the layshaft 30 (neutral state), the other state is that one of the driven gears 21, 23 of the first and third speeds is connected to the countershaft 30 in a non-rotating manner relative to the countershaft 30, thereby establishing the first shift Gear train G1 or third gear train G3.

2 and 3 to illustrate the present embodiment, the double clutch device 15 has a multi-disc type first clutch 34, which includes a first outer clutch 36, the first outer clutch 36 is driven by the main reduction gear 13 The transmitted power to rotate is used to switch the power transmission from the crankshaft 12 to the even shift gear transmission 17 and to disconnect this power transmission. A second clutch 35 of multi-disk type includes a second outer clutch 37 which rotates together with the first outer clutch 36 and which is disposed coaxially inside the first clutch 34 in the radial direction. Thus, a change in power transmission from the crankshaft 12 to the odd shift gear train 16 and a disconnection of such power transmission can be produced. The first outer clutch 36 is formed in a bottomed cylindrical shape by integrally connecting the annular plate portion 36b with one end of the cylindrical portion 36a.

The final reduction gear 13 includes a drive gear 38 integrally formed with the crankshaft 12 , and a transmission gear 39 rotatably supported on the second main shaft 19 with respect to the second main shaft 19 and meshed with the drive gear 38 . In addition, connecting bosses 36c . The connecting bosses 36c . . . pass through the rubber dampers 14 . . . and the rubber dampers 14 . A holding plate 41 is in contact with the driven gear 39 on the side opposite to the annular plate portion 36b, and is fixed to the end face of the connecting bosses 36c... with rivets 42... passing through the connecting bosses 36c.... That is, the power transmitted from the crankshaft 12 is input to the first outer clutch 36 through the final reduction gear 13 and the rubber damper 14 . . .

The first clutch 34 includes: the above-mentioned first outer clutch 36; a first inner clutch 43, which has a cylindrical portion 43a coaxially surrounded by the cylindrical portion 36a of the first outer clutch 36; a plurality of first clutch discs 44.. ., it cooperates with the cylindrical portion 36a of the first outer clutch 36 in a non-rotating manner relative to the cylindrical portion 36a; a plurality of first clutch plates 45 . The cylindrical portion 43a of an inner clutch 43 cooperates and is arranged to alternately overlap with the first clutch discs 44 . . . An annular first pressure-receiving plate portion 43b faces the alternately overlapping first clutch discs 44... and first clutch plates 45... from the side opposite to the annular plate portion 36b; an annular first The pressure plate 46 faces the first clutch plates 44 . . . and the first clutch plates 45 . . . A pressure plate 46 is to one side, so that the first clutch disc 44... and the first clutch plate 45... are clamped between the first pressure plate 46 and the first pressure receiving plate portion 43b.

The first pressure receiving plate portion 43b integrally protrudes radially outward from the outer end of the cylindrical portion 43a of the first inner clutch 43 to form a ring shape. In addition, the first inner clutch 43 includes an annular link plate portion 43c integrally protruding radially inwardly from the inner end of the cylindrical portion 43a. The inner periphery of the connecting plate portion 43 c is connected to the second main shaft 19 in a non-rotating manner relative to the second main shaft 19 and also in a non-moving manner in the axial direction.

The first pressure plate 46 is supported on the cylindrical portion 43a in a non-rotatable manner relative to the cylindrical portion 43a and in a non-movable manner in the axial direction, and the outer periphery of the first clutch spring 47 including a plurality of overlapping coil springs passes through an annular first The spring seat 48 is in contact with the first pressing plate 47 . In addition, the inner periphery of the first clutch spring 47 is contacted and supported by a snap ring 49 mounted on the outer periphery of the inner end portion of the cylindrical portion 43a through an annular first race 50 .

4 to illustrate the present embodiment, the second clutch 35 includes: a second outer clutch 37, which has a cylindrical portion 37a coaxially surrounded by the cylindrical portion 36a of the first outer clutch 36 of the first clutch 34 , and rotate together with the first outer clutch 36; a second inner clutch 53, which has a cylindrical portion 53a coaxially surrounded by the cylindrical portion 37a of the second outer clutch 37; a plurality of second clutch discs 54..., which Cooperate with the cylindrical portion 37a of the second outer clutch 37 in a non-rotating manner with respect to the cylindrical portion 37a; a plurality of second clutch plates 55..., which engage with the second inner clutch in a non-rotatable manner with respect to the cylindrical portion 53a 53 of the cylindrical portion 53a, and arranged to alternately overlap with the second clutch plate 54.... In addition, an annular second pressure-receiving plate portion 53b faces the alternately stacked second clutch plates 54 . . . ...; an annular second pressure plate 56 faces the alternately overlapping second clutch discs 54 ... and second clutch plates 55 ... from one side of the annular plate part 36b, and a second clutch spring 57 applies spring force to bias the second pressure plate 56 to one side, so that the second clutch disc 54 ... and the second clutch plate 55 ... are clamped between the second pressure plate 56 and the second pressure receiving plate part 53b .

The second outer clutch 37 integrally includes: an annular outer connecting plate portion 37b protruding radially outward from the outer end of the cylindrical portion 37a; an annular inner connecting plate portion 37c extending radially from the axis of the cylindrical portion 37a; Protrudes inward toward the middle region. In addition, the outer connecting plate portion 37b covers the first inner clutch 43 from the outside, so that the first inner clutch 43 is disposed between the annular plate portion 36b of the first outer clutch 36 and the outer connecting plate portion 37b, and integrally connected to the cylindrical The outer end of portion 37a. The outer periphery of the connecting plate portion 37b is fitted with the cylindrical portion 36a of the first outer clutch 36 in a non-rotatable manner. In addition, the inner periphery of the inner connection plate portion 37c is connected to the end portion of the first main shaft 18 protruding from the second main shaft 19 in an axially non-movable manner and in a non-rotatable manner.

In addition, this embodiment will be described with reference to FIG. 5. In the cylindrical portion 36a of the first outer clutch 36, a plurality of clutch disc engagement grooves 61, 61... are formed equidistantly in the circumferential direction, and in the cylindrical portion 36a The opposite end of the annular plate portion 36b is open, and the plurality of clutch disc engaging grooves allow the outer peripheries of the plurality of first clutch discs 44 in the first clutch to engage with them in a relatively non-rotating manner. In addition, a plurality of outer clutch engaging grooves 62, 62... are formed equidistantly in the circumferential direction, and are provided between the associated clutch disc engaging grooves 61, 61... while opening at the other end of the cylindrical portion 36a, respectively, The plurality of outer clutch engagement grooves allow the outer periphery of the outer connecting plate portion 37b of the second outer clutch 37 to engage therewith in a relatively non-rotatable manner. The associated clutch disc fitting grooves 61, 61... are also opened on the outer peripheral surface of the cylindrical portion 36a.

In addition, the inward movement of the second outer clutch 37 in the axial direction is prevented by a thrust bearing 68 to be described later, and a snap ring 63 is installed on the cylindrical portion 36a of the first outer clutch 36, and it is connected with the outer side of the axial direction. The outer circumference of the outer connection plate portion 37b of the second outer clutch 37 contacts and fits.

On the outer periphery of the first clutch discs 44..., engaging protrusions 44a... are formed in a protruding manner, which engage with the associated clutch disc engaging grooves 61, 61.... In addition, on the outer periphery of the outer connecting plate portion 37b of the second outer clutch 37, engaging protrusions 37d . The axial lengths of the clutch disc engaging grooves 61, 61... and the axial lengths of the outer clutch engaging grooves 62, 62... are set to be different from each other. In the present embodiment, the connection plate portion 37b of the second outer clutch 37 is arranged axially outward than the first clutch plate 44 . Therefore, the axial length of the clutch disc engaging grooves 61, 61... is set larger than the axial length of the outer clutch engaging grooves 62, 62....

A plurality (for example, three) of first lift pins 65 are provided for applying a control force driven toward the disengagement side to the first clutch 34 against the spring force of the first clutch spring 47, the first clutch 34 The connected state is maintained by the spring force of the first clutch spring 47 . The first lift pins 65 . One end of these first lift pins 65 ... is in contact with the first pressure plate 46 of the first clutch 34 in such a state that one end of the first lift pins 65 ... can resist the spring of the first clutch spring 47 Force to push the first pressing plate 46.

A plurality (for example, three) of second lifting pins 66 . The connected state is maintained by the spring force of the second clutch spring 57 . The second lift pins 66 . One end of these second lifting pins 66... is in contact with the second pressure plate 56 of the second clutch 35 in such a state that one end of the second lifting pins 66... can resist the spring of the second clutch spring 57. Force to push the second pressing plate 56.

In addition, the second outer clutch 37 forming a part of the second clutch 35 sandwiches the first inner clutch 43 with the annular plate portion 36 b of the first outer clutch 36 . The driving pin 67...has an axis parallel to the rotating shafts of the first and second clutches 34, 35, and movably passes through a plurality (for example, three) of the second outer clutches 37 equidistantly arranged in the circumferential direction along the axial direction. part of the outer connecting plate portion 37b. One end of the driving pin 67... is connected to one end of the first lifting pin 65... through an annular thrust bearing 68.

In addition, in order to prevent the movement of the thrust bearing 68 in a plane perpendicular to the axes of the first and second clutches 34, 35, an annular recess 69 accommodating and holding the thrust bearing 68 is formed in the outer connecting plate portion 37b.

At the other end of the second lift pin 66 ... and the drive pin 67 ... the other end, the clutch disconnection/connection control device 72 has a camshaft rotatable around the axis of rotation perpendicular to the first and second clutches 34, 35 70 and an actuator 71 that is connected with the camshaft 70 to rotate the camshaft 70, the clutch disconnection/connection control device 72 is linked to be connected in such a state: corresponding to the rotational position of the camshaft 70, mutually independently push and drive The second lifting pin 66... and the driving pin 67....

The camshaft 70 is rotatably supported on a cover 73 which is connected to a crankcase not shown in the drawings, and a return spring 74 is provided between the camshaft 70 and the cover 73 .

To illustrate with reference to FIG. 6 , a pair of first cams 75 , 75 spaced apart in the axial direction and a second cam 76 set at the center between the two first cams 75 . . . are integral with the camshaft 70 formed. The camshaft 70 is supported on the cover 73 in such a state that the second cam 76 is located on the axial extension of the first and second main shafts 18,19.

The other ends of drive pins 67... The member is formed in a cylindrical shape, and is in sliding contact with the first cams 75,75. In addition, the other end of the second lifting pin 66 . . . is connected to an annular second lifting member 80 coaxially surrounded by the first lifting member 77 . In addition, a second cam follower 81 is connected to the second lifting member 80 through a second release bearing 82, the second lifting member is slidingly fitted with the first lifting member 77, and one end of the second cam follower 81 is connected to the first lifting member 80. The two cams 76 are in sliding contact.

Focusing on FIG. 2, the actuator 71 includes a single motor 85, and a reduction mechanism 86 that transmits the output of the motor 85 to the camshaft 70 in a reduced manner. The motor 85 rotating parallel to the camshaft 70 is mounted on a reduction mechanism case 87 supported on the crankcase housing the reduction mechanism 86 . The reduction mechanism box 87 is formed by connecting a pair of half casings 88 and 89 to each other, wherein the motor 85 is mounted on the half casing 88 so that the output shaft 90 of the motor 85 protrudes into the reduction mechanism casing 87 .

The reduction mechanism 86 is provided between the output shaft 90 of the motor 85 and the camshaft 70 in the reduction mechanism case 87 . The reduction mechanism 86 includes: a pinion 93 integrally formed with the output shaft 90; a first intermediate gear 94 integrally formed with the first intermediate shaft 91, and the first intermediate shaft has a shaft parallel to the output shaft 90 and the camshaft 70; axis, and is rotatably supported on the reduction mechanism case 87, and meshes with the pinion 93. A second intermediate gear 95 is integrally formed with the first intermediate shaft 91 . A third intermediate gear 96 is integrally formed with the second intermediate shaft 92 which has an axis arranged parallel to the output shaft 90 and the camshaft 70 and is rotatably supported on the speed reduction mechanism case 87 in relation to the second intermediate shaft. The intermediate gear 95 meshes. A fourth intermediate gear 97 is integrally formed with the second intermediate shaft 92 . Furthermore, a driven gear 98 is fixed to the camshaft 70 and meshes with the fourth intermediate gear 97 .

In addition, a potentiometer 99 coaxially connected to the end of the camshaft 70 is mounted on the reduction mechanism case 87, and the rotation angle of the camshaft 70 is detected by the potentiometer 99.

Here, the first cam 75 ... and the second cam 76 are formed on the camshaft 70 with a phase difference of 90 degrees, for example, and the actuator 71 rotatably drives the camshaft 70 so that the first cam 75 ... and the second cam 75 ... The operation of the two cams 76 is shown in FIG. 7 . More specifically, corresponding to the rotation of the camshaft 70, the lifting amount of the first lifting member 78 corresponding to the first clutch 34 (converting the disconnection and connection of the transmission power of the even shift gear transmission mechanism 17) changes as shown in FIG. 7 Shown by the dotted line of , and corresponding to the second clutch 35 (converting the disconnection and connection of the odd-numbered shift gear transmission mechanism 16 to transmit power), the change of the lifting amount of the second lifting member 81 is shown by the solid line in FIG. 7 .

More specifically, the actuator 71 rotatably drives the camshaft 70 to change the following two shift states: one state is that one of the first and second clutches 34, 35 is connected and the other is disconnected; The state is that both the first and second clutches 34, 35 are connected.

Under normal operating conditions, the operating principle of the actuator 71 is to bring one of the first and second clutches 34, 35 into the connected state and the other into the disengaged state. Therefore, one of the even-numbered shift gear transmission mechanism 17 and the odd-numbered shift gear transmission mechanism 16 can be used to obtain the shift state performed by one of the even-numbered shift gear train and the odd-number shift gear train. In the even-numbered shift gear transmission 17 and the odd-numbered shift gear transmission 16, when shifting gears from the above-mentioned normal operating conditions, one of the first and second shifters 29, 24 is operated, thereby preliminarily establishing To the gear train of the next shift stage in the shift direction in the fourth shift gear train G1 to G4, so that the clutches of the aforementioned next shift stage gear train corresponding to the clutches 34, 35 are disengaged. Thereafter, according to the operation of the above-mentioned actuator 71, the disconnection and connection of the clutches 34, 35 are switched.

For example, when shifting from the first shift stage to the second shift stage, the first shift gear train G1 of the odd-numbered shift transmission mechanism 16 is established, and the second clutch 35 is brought into the connected state, thereby obtaining The transmission ratio of the first shift stage puts the first clutch 34 into the disengaged state to establish the second shift gear train G2 of the even shift transmission mechanism 17 . Thereafter, the second clutch 35 is disconnected, and the first clutch 34 is connected.

Here, when performing shifting between even-numbered shift stages or between odd-numbered shift stages, when corresponding to a gear transmission mechanism (it becomes the one in the even-numbered shift gear transmission mechanism 17 and the odd-numbered shift gear transmission mechanism 16 The clutch of the conversion target of the gear train) is kept in the disengaged state, and just before the establishment of the gear train conversion is completed, the first main shaft 18 or the second main shaft 19 provided on the input side of the gear transmission Rotational speed. When the changeover to establish the gear train is completed, the rotational speed of the first main shaft 18 or the second main shaft 19 changes greatly, thereby generating a transmission shock.

For example, considering the upshifting situation of the transmission ratio from the first shift stage to the third shift stage, operating the second shifter 24 in the odd shift gear train 16 from the state of establishing the first shift gear train G1 When the state of the third shift gear train G3 is established, while the second clutch 35 remains in the disengaged state, the rotational speeds of the crankshaft 12, the first main shaft 18 and the second main shaft 19 change as shown in FIG. 8(a). More specifically, at time t1 (this point is in a state where the first shift gear train G1 is established in the odd shift gear train 16 and the third shift gear is established in the even shift gear train 17 System G3, obtained the transmission ratio of the first shift stage) disconnect the first clutch 34 and connect the second clutch 35, when the first clutch 34 is connected and the second clutch 35 is disconnected, the rotating speed of the second main shaft 19 is equal to the time The speed before point t1. Furthermore, when the third shift gear train G3 is established in the odd shift gear transmission mechanism 16 at time t2 in this state, the rotational speed of the second main shaft 19 is greatly changed to decrease ΔNa, thereby increasing the transmission shock.

In addition, considering the downshifting situation of the transmission ratio from the third shift stage to the first shift stage, operating the second shifter 24 in the odd shift gear train 16 from the state of establishing the third shift gear train G3 When the state of the first shift gear train G1 is established, while the second clutch 35 remains in the disengaged state, the rotational speeds of the crankshaft 12, the first main shaft 18 and the second main shaft 19 change as shown in FIG. 9(a). More specifically, at time t3 (this point is in a state where the third shift gear train G3 is established in the odd shift gear train 16 and the second shift gear is established in the even shift gear train 17 system G2, obtained the transmission ratio of the second shifting stage) disconnects the second clutch 35 and connects the first clutch 34, starts the transformation of the established state, and starts from the third shifting gear train in the odd-numbered shifting gear transmission mechanism 16 G3 shifts to the first shift gear train G1. Thereafter, at time t4, the second clutch 35 is connected, while the first clutch 34 is disconnected, and at time t3 (at this moment, the state of speed ratio establishment is changed from the third shifting gear train G3 to the first shifting gear train G1), the rotational speed of the second main shaft 19 is greatly changed to increase ΔNa, thereby increasing the transmission shock.

Therefore, when performing a shift ratio change between even-numbered shift stages or between odd-numbered shift stages, when one of the odd-numbered shift gear mechanism 16 and the even-numbered shift gear mechanism 17 takes the position between the shifting establishment gear trains In the neutral state of the neutral state, a transmission control is performed so that the clutch corresponding to a gear transmission mechanism (which becomes the conversion target of the gear train for establishing the even-number shift gear transmission mechanism 17 and the odd-number shift gear transmission mechanism 16) is only from the disconnected state. Temporarily maintain a short-lived connection state. In addition, after being disconnected again, the clutch shifts from the disconnected state to the connected state after completing the transition to establish the gear train.

Therefore, considering, for example, an upshifting situation of a transmission ratio from the first shift stage to the third shift stage, operating the second shifter 24 in the odd shift gear train 16 from the first shift gear train G1 When the state reaches the state of establishing the third shifting gear train G3, when the second clutch 35 only temporarily maintains a short-term connection state and the odd-numbered shifting gear transmission mechanism 16 is in a neutral state, the crankshaft 12, the first main shaft 18 and the second main shaft The speed change of 19 is shown in Fig. 8(b). That is to say, at time t1 (the state at this point is: under the condition that the first clutch 34 is disconnected and the second clutch 35 is connected, the first shift gear train G1 and Set up the second shifting gear train G2 in the even-numbered shifting gear transmission mechanism 17 to obtain the gear ratio of the first shifting stage), disconnect the second clutch 35, and connect the first clutch 34 at the same time. Thereafter, at time t12 (the state at this point is: the odd-numbered shift gear transmission mechanism 16 takes a neutral state between the gear trains established in the transition from the first shift gear train G1 to the third shift gear train G3 ), when the second clutch 35 is only temporarily connected (that is to say, both the first and second clutches 34, 35 are only temporarily connected), because the first clutch 34 is connected and the even-numbered The second shifting gear train G2 of the gear train 17 is established, and the rotational speed of the second main shaft 19 is as low as that of the first main shaft 18 . In addition, the rotational speed change amount of the second main shaft 19 when the third shift gear train G3 is established at time t2 takes a small value ΔNb (<ΔNa), thereby reducing transmission shock.

In addition, considering, for example, the downshifting situation of the transmission ratio from the third shift stage to the first shift stage, operating the second shifter 24 in the odd shift gear train 16 from the establishment of the third shift gear train G3 When the state is to establish the state of the first shifting gear train G1, when the second clutch 35 only temporarily maintains a short-term connected state and the odd-numbered shifting gear transmission mechanism 16 is in a neutral state, the crankshaft 12, the first main shaft 18 and the second main shaft 19 changes in rotational speed as shown in Figure 9 (b). That is to say, in the state where the transmission ratio of the second shift stage is obtained by connecting the first clutch 34 and disconnecting the second clutch 35, the third shift gear train G3 and Set up the second shift gear train G2 in the even-number shift gear transmission mechanism 17, at time point t3 (the state of this point is: the odd-number shift gear transmission mechanism 16 has taken the transformation from the third shift gear train G3 to the first The neutral state when the gear train of a shifting gear train G1 is established), when the second clutch 35 only temporarily maintains the connected state (that is to say, both the first and second clutches 34, 35 only temporarily maintain the transient connected state), because the first clutch 34 is in the connected state and the second shift gear train G2 of the even shift gear transmission 17 is established, the rotational speed of the second main shaft 19 increases to the same magnitude as that of the first main shaft 18 . In addition, the rotational speed change amount of the second main shaft 19 when the first shift gear train G1 is established at time t34 takes a small value ΔNb (<ΔNa), thereby reducing the transmission shock.

Hereinafter, the operation mode of this embodiment will be described. The dual clutch 15 includes a first clutch 34 having a first outer clutch 36 having an annular plate portion 36b integrally and continuously formed with one end of a cylindrical portion 36a, and a second clutch 35, the second clutch 35 being at the second A clutch 34 is arranged coaxially with the first clutch 34 in the radial direction. In the dual clutch 15, the first and second pressure plates 46, 56 have annular rings for changing the disconnected and connected states of the first and second clutches 34, 35. Shapes, which are axially supported at the end portions on the side of the annular plate portion 36b of the first and second inner clutches 43, 53 provided for the first and second clutches 34, 35, respectively. In addition, first and second clutch springs 47, 57 that bias the pressure plates 46, 56 to the connection side are provided at end portions of the first and second inner clutches 43, 53 on the annular plate portion 36b side, respectively. The first and second lift pins 65 , 66 have axes parallel to the shafts of rotation of the first and second clutches 34 , 35 and pass through the two inner clutches 43 , 53 in an axially movable manner. The first and second lift pins 65 , 66 is in contact with the first and second pressure plates 46, 56 with their respective one ends in such a state that their one ends can push the pressure plates 46, 56 against the spring biasing force of the clutch springs 47, 57. In addition, the drive pin 67 has an axis parallel to the rotation shafts of the first and second clutches 34, 35 and passes through the outer connecting plate portion 37b of the second clutch 37 in an axially movable manner, and it is connected at one end by a thrust bearing 68. The other end of the first lift pin 65 passing through the first inner clutch 43 to one of the two lift pins 65 , 66 .

Therefore, applying an external force to the first and second lift pins 65, 66 axially pushes the first and second lift pins 65, 66 passing through the first and second inner clutches 43, 53, respectively, so that the first and second The second clutches 34, 35 enter the disengaged state. In addition, the first inner clutch 43 is disposed between the annular plate portion 36 b of the first outer clutch 36 and the outer connecting plate portion 37 b of the second outer clutch 37 , and the second outer clutch 37 is rotatable relative to the first inner clutch 43 . Further, one end of the drive pin 67 passing through the outer connection plate portion 37 b in the axial direction is connected to the other end of the first lift pin 65 passing through the first inner clutch 43 through a thrust bearing 68 . Accordingly, the first lift pin 65 can be axially driven regardless of the relative rotation of the first inner clutch 43 and the second outer clutch 37 . Due to the simple configuration in which the thrust bearing 68 is inserted between the first lift pin 65 and the drive pin 67 , it is possible to bring the first clutch 34 including the first inner clutch 43 into a disengaged state by applying an external force.

In addition, since the operating directions and driving directions of the first and second lift pins 65, 66 are set to be the same as each other, the clutch disengagement/disconnection of the first and second clutches 34, 35 for disengagement/connection driving can be simplified. Connect the structure of the control device 72 .

In addition, since the annular spring seats 48, 58 are inserted between the first and second clutch springs 47, 57 and the first and second pressure plates 46, 56, respectively, the force of the first and second clutch springs 47, 57 can be uniformly applied. The spring force is applied to the entire circumference of the pressure plates 46, 56, thus ensuring reliable switching of the disconnection/connection of the first and second clutches 34, 35.

In addition, the clutch disconnecting/connecting device 72 has a camshaft 70, which can rotate around an axis perpendicular to the shafts of the first and second clutches 34, 35, and forms a camshaft corresponding to the first and second clutches 34, 35, respectively. The first and second cams 75 . The disconnect/connect device 72 pushes and drives the second lift pin 66 and the drive pin 67 independently of each other. Thus, the first and second clutches 34, 35 can be switched off/on independently of each other by using the clutch disconnecting/connecting device 72 used in common by the first and second clutches 34, 35. Therefore, it is possible to simplify the structure of applying an external force for switching disconnection/connection to the first and second clutches 34 , 35 .

In addition, the camshaft 70 is rotatably driven by a single actuator 71 . Therefore, it suffices to provide one actuator 71 to rotatably drive the camshaft 70, whereby the number of parts can be reduced while the structure can be simplified. In addition, the use of a single actuator 70 also enables lower manufacturing costs and miniaturization of the dual clutch.

In addition, the actuator 71 includes a single motor 85 and a speed reduction mechanism 86 that transmits the output of the motor 85 to the camshaft 70 with a speed reduction. Therefore, the actuator 71 can have a lightweight and compact configuration.

Here, the cylindrical portion 36a of the first outer clutch 35 of the first clutch 34 is provided with a plurality of clutch disc-shaped matching grooves 61 . And it is also provided with a plurality of outer clutch matching grooves 62..., which are arranged between the relevant clutch disc matching grooves 61... in such a state that the second outer clutch of the second clutch 35 is allowed to The outer periphery of 37 cooperates with the outer clutch engaging groove 62 . . . in a relatively non-rotating manner.

More specifically, the outer periphery of the first clutch disc 44 . Cooperate with the cylindrical portion 36a of the first outer clutch 36 . Therefore, the first and second outer clutches 36, 37 are connected in a relatively non-rotatable manner, and the increase in the diameter of the outer circumference of the first and second outer clutches 36, 37 can be prevented, thereby achieving miniaturization of the dual clutch 15. In addition, due to this configuration, many parts can be reduced, and at the same time man-hours for assembly can be reduced, thus facilitating assembly.

In addition, the second outer clutch 37 is provided at such a position that the second outer clutch 37 and the annular plate portion 36 b sandwich the first inner clutch 43 of the first clutch 34 . The snap ring 63 contacts and fits with the outer periphery of the second outer clutch 37 from the axially outer side and is fitted on the cylindrical portion 36a. Therefore, axially outward movement of the second outer clutch 37 relative to the first outer clutch 36 can be prevented with a simple configuration.

In addition, the axial lengths of the clutch disc engaging grooves 61... and the axial lengths of the outer clutch engaging grooves 62... are set to be different from each other. Therefore, misassembly of the first outer clutch 36 by the first clutch disc 44 . . . and the second outer clutch 37 can be conveniently prevented, thus also facilitating assembly.

In addition, at the other end of the cylindrical portion 36a facing the annular plate portion 36b of the first clutch 36, a plurality of clutch disc engaging grooves 61... and a plurality of outer clutch engaging grooves 62... are formed equidistantly in the circumferential direction. , wherein the fitting grooves 61..., 62... are opened on the other end of the cylindrical portion 36a. Therefore, the assembly of the plurality of first clutch plates 44 . . . and the second outer clutch 37 to the first outer clutch 36 can be more facilitated.

In addition, in the normal operating state, one of the first and second clutches 34, 35 is connected, and the other is disconnected, so that shifting by one gear train of even-numbered shift stages and odd-numbered shift stages is obtained. state. Therefore, friction loss in normal operating conditions can be suppressed.

In addition, at the time of changing the speed ratio transmission from the normal operation state, the gear train of the next shift stage is established in advance (according to the shifting of a plurality of shift gear trains, that is, the first to fourth shift gear trains G1 to G4). Gear direction), the state at this time is that the clutch corresponding to the above-mentioned gear train is disconnected. Thereafter, the disconnection and connection of the clutches 34, 35 are reversed. Therefore, the transmission control by the disconnection/connection control of the two clutches 34, 35 can be facilitated, and at the same time, the reliability of the transmission can be improved.

In addition, when performing a shift ratio change between even-numbered shift stages or between odd-numbered shift stages, when one of the even-numbered shift gear transmission mechanism 17 and the odd-numbered shift gear transmission mechanism 16 adopts between the shift establishment gear trains The neutral state corresponding to the clutch of a gear train (which becomes the shift target for establishing the gear train of the even shift gear train 17 and the odd shift gear train 16 ) is temporarily held from the disengaged state for a short period of time. Connection Status. In addition, after being disconnected again, the clutch shifts from the disconnected state to the connected state after completing the transition to establish the gear train. Therefore, transmission shock can be mitigated when the transition to establish the gear train is completed, as described above with reference to Figs. 8(b) and 8(a).

The invention thus being described, it will be obvious that the same may be varied in many ways. Such changes are not considered to deviate from the spirit of the scope of the present invention, and all similar modifications obvious to those skilled in the art are included in the scope of protection of the present invention.

Claims (17)

1. double clutch device comprises:

The first clutch of a polydisc type, it comprises first an outer clutch that forms bottomed cylindrical shape, this outside first an end of clutch have an annular board, and the power that transmits owing to power source rotates; And

The second clutch of a polydisc type, it comprises one second outer clutch, this second outer clutch rotates with the first outer clutch, and radially coaxial being arranged within the first clutch;

Offer the internal clutch of first and second clutches respectively, at least one internal clutch is arranged between the clutch member and above-mentioned annular board that constitutes first and second outer clutch parts, and clutch member can rotate with respect to internal clutch;

Be used for annular pressing plate at conversion first and second clutches between off state and the coupled condition under the state that pressing plate can be operated vertically, be supported in the end of annular board one side of two internal clutch respectively, simultaneously, be used for pressing plate is biased into the end that the clutch spring that connects side is separately positioned on annular board one side, promote to sell to have and pass two clutches respectively with the axis of the first and second clutch shaft parallels and in axial movable mode, the spring bias that can resist clutch spring at an end that promotes pin promotes under the state of pressing plate, this end that promotes pin contacts with pressing plate respectively, drive pin has with the axis of the first and second clutch shaft parallels and in axial movable mode and passes clutch member respectively, and an end of drive pin promotes the other end that passes the lifting pin of an internal clutch in the pin and is connected with two by axial rolling bearing.

2. according to the double clutch device of claim 1, wherein the annular elastomeric spring abutment is inserted in respectively between two clutch springs and two pressing plates.

3. according to the double clutch device of claim 1, wherein a clutch disconnection/connection control gear comprises a camshaft, it can be around the rotational perpendicular to the first and second clutch rotating shafts, be contained on the camshaft individually corresponding to the cam linkage of first and second clutches be connected to the other end of the lifting pin that passes another internal clutch and the other end of drive pin, thereby allow that clutch disconnection/connection set promotes and drives drive pin corresponding to the pivotal position of camshaft independently of each other and passes the lifting pin of another internal clutch.

4. according to the double clutch device of claim 2, wherein a clutch disconnection/connection control gear comprises a camshaft, it can be around the rotational perpendicular to the first and second clutch rotating shafts, be contained on the camshaft individually corresponding to the cam linkage of first and second clutches be connected to the other end of the lifting pin that passes another internal clutch and the other end of drive pin, thereby allow that clutch disconnection/connection set promotes and drives drive pin corresponding to the pivotal position of camshaft independently of each other and passes the lifting pin of another internal clutch.

5. according to the double clutch device of claim 1, wherein thrust bearing prevents the axially inwardly motion of the second outer clutch.

6. according to the double clutch device of claim 5, also comprise a snap ring that cooperates with the outer periphery of the second outer clutch, above-mentioned snap ring is contained in the far-end of the first outer clutch.

7 double clutch devices according to claim 1, wherein a plurality of lifting pins and a plurality of drive pin are arranged to along circumferential hoop to be used for cooperating with the annular pressing plate of second clutch selectively around clutch member.

8 double clutch devices according to claim 1, wherein a plurality of lifting pins are arranged to along circumferential hoop to be used for cooperating with the annular pressing plate of first clutch selectively around clutch.

9 one kinds of double clutch devices comprise:

The spring force of a dependence first clutch spring obtains the first clutch of coupled condition;

Be arranged to coaxial and rely on the spring force of second clutch spring to obtain the second clutch of coupled condition for one with first clutch; And

A single camshaft that is used for first and second clutches jointly, above-mentioned single camshaft is arranged to rotationally around an axis perpendicular to the rotating shaft of two clutches, actuator is drive cam shaft rotationally, above-mentioned actuator is connected with camshaft, be used for control force being applied to the first and second drive controlling parts of first and second clutches along the spring force that the direction that disconnects first and second clutches is resisted first and second clutch springs, be connected in linkage on first and second cams, above-mentioned first and second clutches are connected to first and second cams that are contained on the camshaft corresponding to first and second clutches respectively in operation.

10 double clutch devices according to claim 9, wherein actuator comprises single motor and a reducing gear, this reducing gear is used for ways of deceleration the output of motor being sent to camshaft.

11 1 kinds of double clutch devices comprise:

The first clutch of a polydisc type, it comprises a column region and one first outer clutch, this first outer clutch is rotated by the power of power source transmission;

The second clutch of a polydisc type, it comprises one second outer clutch, rotates with the first outer clutch, and is arranged to first clutch coaxial;

The first outer clutch is arranged to radially outside with respect to second clutch, and comprise an annular board, the whole end that also is formed on columnar portion continuously of this annular board, a plurality of clutch disk mating grooves allow that the outer periphery of a plurality of clutch disks of first clutch does not cooperate with it relatively rotationally, a plurality of outer clutch engagement grooves are arranged between the relevant clutch disk mating groove, wherein a plurality of outer clutch engagement grooves are allowed the outer periphery of the second outer clutch to cooperate with it relative to the mode of not rotating, and above-mentioned a plurality of outer clutch engagement grooves are formed in the columnar portion.

12 11 double clutch devices as requested, wherein the second outer clutch is arranged on such position: wherein the second outer clutch and annular board have been clamped first internal clutch that first clutch comprises, snap ring contacts with the outer periphery of clutch outside second from the axial outside and cooperates, and is contained on the columnar portion of the first outer clutch.

13 11 double clutch devices as requested, wherein the axial length of the axial length of clutch disk mating groove and outer clutch engagement groove is different mutually.

14 12 double clutch devices as requested, wherein the axial length of the axial length of clutch disk mating groove and outer clutch engagement groove is different mutually.

15 11 double clutch devices as requested, wherein clutch disk mating groove and outer clutch engagement groove are formed in the columnar portion in the mode along circumferentially spaced, and wherein clutch disk mating groove and outer clutch engagement groove are in the other end upper shed of the columnar portion that faces toward annular board.

16 12 double clutch devices as requested, wherein clutch disk mating groove and outer clutch engagement groove are formed in the columnar portion in the mode along circumferentially spaced, and wherein clutch disk mating groove and outer clutch engagement groove are in the other end upper shed of the columnar portion that faces toward annular board.

17 13 double clutch devices as requested, wherein clutch disk mating groove and outer clutch engagement groove are formed in the columnar portion in the mode along circumferentially spaced, and wherein clutch disk mating groove and outer clutch engagement groove are in the other end upper shed of the columnar portion that faces toward annular board.

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