JP2000179584A - Clutch device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a leak of magnetism and improve a freedom degree on a layout, by fixing a power transmitting shaft in a side of clutch housing to the clutch housing of non-magnetic material. SOLUTION: A clutch housing 3 is formed in cylindrical shape having an opening part 21, 23 before and behind and made of aluminum material (non- magnetic material). A companion flange 7, connected by a serration to a power transmitting shaft 5, is fixed by a nut 29. The flange 7 is connected to a flange in a propeller shaft side, and the flange 7 is connected to a side of an engine (transfer). The clutch housing 3 is thus made of non-magnetic material, so as to prevent a leak of magnetic force of an electromagnetic solenoid 51 from the clutch housing 3 to the other member side. The flange 7 is connected to the power transmitting shaft 5, and connection to the propeller shaft side is performed through this flange 7, so that a freedom degree on a layout can be improve.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch device for connecting a main clutch by a cam which operates when a pilot clutch is connected.

[0002]

[Prior Art] "Gaia New Model Manual" (Toyota Motor Co., Ltd. Service Department, issued May 29, 1998)
0 to 22) as shown in FIG.
1 is described. In a four-wheel drive vehicle, this is a power intermittent device arranged between a rear differential (rear differential device on the rear wheel side) on the disconnected side and the engine (transfer) side.

The electronic control coupling 201 includes a casing 203 fixed to the vehicle body side and a stud bolt 20.
5 and a clutch hub 21 spline-connected to a drive pinion shaft 209 on the rear differential side and a front housing 207 connected to a power transmission shaft on the engine side.
1, a main clutch 213, a ball cam 215, a pilot clutch mechanism 217, and the like.

The main clutch 213 is a multi-plate clutch disposed between the front housing 207 and the clutch hub 211, and the ball cam 215 is formed by a pressing member 219 movably connected to the clutch hub 211 and a cam ring 221. It is provided between them.

The pilot clutch mechanism 217 includes a multi-plate clutch 223, a rear housing 225, an electromagnetic magnet 227, an armature 229, and the like.

The multi-plate clutch 223 is arranged between the front housing 207 and the cam ring 221.
The rear housing 225 is connected to the front housing 20.
7 so as to close the opening, and rotates integrally with the front housing 207.

[0007] The electromagnetic magnet 227 is
3 and penetrates into the concave portion of the rear housing 225 through an appropriate gap. The armature 229 is arranged adjacent to the multi-plate clutch 223.

[0008] Rear housing 225 and multi-plate clutch 22
3 and the armature 229, a magnetic circuit 231 of the electromagnetic magnet 227 is formed.
When the motor 7 is excited, the armature 229 is attracted through the magnetic circuit 231 and the multi-plate clutch 223 is pressed and fastened.

When the multi-plate clutch 223 is engaged, the ball cam 215 operates by receiving the driving force of the engine between the front housing 207 and the clutch hub 211, and presses the main clutch 213 via the pressing member 219. Then, the electronic control coupling 201 is connected.

When the electronic control coupling 201 is connected, the vehicle is in a four-wheel drive state.

[0011]

In this electronically controlled coupling 201, the front housing 207 is made of aluminum or stainless steel in order to prevent the magnetism of the magnetic circuit 231 from leaking outside and efficiently guide the magnetism to the armature 229. It is necessary to make such a non-magnetic material.

However, since the power transmission shaft connected to the front housing 207 needs to have sufficient strength, it must be made of ordinary steel.

Further, there is a layout in which a companion flange is connected to a power transmission shaft by a spline or serration, and connection to another power transmission shaft is performed via the companion flange.

However, if the power transmission shaft is not made of steel, sufficient strength may not be obtained in the spline portion and the serration portion for connecting to the companion flange. In such a case, the layout using the companion flange is not sufficient. It becomes impossible and the degree of freedom in layout is reduced.

Further, a casing such as a front housing is made as simple as possible in shape and light in weight.
Want to reduce costs.

Further, it is not desired to apply a large force to the aluminum casing.

Accordingly, the present invention is a clutch device for connecting a main clutch by a cam which operates when an electromagnetic clutch which is a pilot clutch is connected,
While making the casing that houses the pilot clutch a non-magnetic material, it is possible to give sufficient strength to the power transmission shaft on the pilot clutch side, and by doing so, for example, it is possible to make a layout using a companion flange, Alternatively, another object of the present invention is to provide a clutch device in which the shape of the casing is simplified, the weight is reduced, and the cost is reduced.

[0018]

According to a first aspect of the present invention, there is provided a clutch device comprising: a clutch housing as a power transmission member on one side;
A clutch hub which is a power transmission member on the other side, a main clutch arranged between the clutch housing and the clutch hub, a pilot clutch arranged between the clutch housing and the cam member, an electromagnetic magnet, and a clutch housing A rotating member of a magnetic material that rotates together with the magnetic circuit to form a part of a magnetic circuit;
A cam that is disposed between a pressing member connected to a clutch hub and the cam member and that operates when receiving a torque between the clutch housing and the clutch hub when the pilot clutch is connected, thereby pressing and connecting the main clutch. And a power transmission shaft on the clutch housing side is fixed to a non-magnetic clutch housing.

When the electromagnetic magnet is excited, the armature moves by the electromagnetic induction action and presses and engages the pilot clutch. When the pilot clutch is engaged and a pilot torque is generated, the torque between the clutch housing and the clutch hub is reduced. The main clutch is pressed by the cam and actuated by the thrust force of the operated cam to be engaged.

In addition, in the present invention, the clutch housing (casing) is made of a non-magnetic material,
The magnetic force of the electromagnetic magnet is prevented from leaking from the clutch housing to other members, the magnetism is efficiently guided to the armature, and a predetermined pilot torque is obtained.

Since the leakage of magnetism is prevented, the loss of the exciting power is greatly reduced, and an energy saving effect is obtained.
Further, in the vehicle-mounted device, the load on the battery is reduced, and the fuel efficiency of the engine is improved.

Also, by preventing magnetic leakage,
It is possible to reduce the size of the electromagnetic magnet,
Since the pilot clutch and cam or the main clutch can be downsized, the clutch device must be
Lightweight and compact.

Even if the clutch housing is made of aluminum, the power transmission shaft is fixed to the aluminum housing. For example, a companion flange is connected to the power transmission shaft, and the connection to the other power transmission shaft is changed to this companion. The layout through the flange becomes possible, and the degree of freedom in layout is improved.

According to a second aspect of the present invention, in the clutch device according to the first aspect, an opening is provided on one side of the clutch housing, and a flange portion corresponding to the opening is provided on the power transmission shaft. The flange portion is fixed to the opening of the clutch housing, and the same effects as those of the first aspect are obtained.

In addition to this, the power transmission shaft can be fixed to the clutch housing with a large-diameter flange portion, and the torque load on the fixing portion is reduced. Therefore, the clutch housing
For example, even if manufactured from aluminum, sufficient durability in terms of strength can be obtained.

Further, by providing an opening in the clutch housing, the clutch housing can be made into a shape close to, for example, a cylinder, so that the shape is simple and lightweight, the processing is simple, and the material used is small. Thus, costs are reduced.

According to a third aspect of the present invention, there is provided the first or second aspect.
The clutch device according to claim 1, wherein the clutch housing and the power transmission shaft are fixed by bolts,
The same effect as the configuration of claim 1 or 2 is obtained.

In addition to this, the configuration using bolts can be implemented at low cost, and a sufficient strength can be obtained for the fixing portion.

The invention of claim 4 is the invention of claim 1 or claim 2.
3. The clutch device according to claim 1, wherein a meshing portion is provided on each of the clutch housing and the power transmission shaft, and the clutch housing and the power transmission shaft are fixed by the meshing portions. The same effect as is obtained.

[0030] In addition to this, since it is fixed (connected) by the meshing portion, compared with a configuration in which it is fixed by bolts,
Since the arrangement space of the main clutch and the pilot clutch is prevented from being restricted by the bolt length, the clutch device can obtain a larger power transmission function (clutch capacity).

For example, if the main clutch and the pilot clutch are multi-plate clutches, the reduction in the number of clutch plates is prevented, and a large clutch capacity (power transmission function) can be obtained.

Also, with this configuration in which the clutch housing and the power transmission shaft are fixed by the engagement portion, these can be easily attached and detached.

According to a fifth aspect of the present invention, the clutch housing and the power transmission shaft on the clutch housing side are fixed by welding, and the same effects as those of the first or second aspect are obtained.

In addition, since the fixing is performed by welding, the fixing portion is made compact, the clutch device is released from the restriction on the arrangement space, and a larger power transmission function (clutch capacity) is obtained.

Also, since a sealing effect is obtained by welding, a sealing member between the clutch housing and the power transmission shaft is not required, and the cost can be reduced accordingly.

In the clutch device of the sixth aspect, the clutch housing and the power transmission shaft are integrated by casting.
The power transmission shaft made of steel is integrated by casting it into the clutch housing portion made of aluminum, and the same effect as the configuration of claim 1 is obtained.

In addition, since a member for fixing the clutch housing and the power transmission shaft is not used, the clutch device has a larger power transmission function (clutch capacity).

Further, since a sealing effect is obtained by casting, a sealing member between the clutch housing and the power transmission shaft is not required, and the cost can be reduced accordingly.

[0039]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIG.

The power transmission device 1 (clutch device) of this embodiment is disposed between the separated rear differential and the engine (transfer) side in a four-wheel drive vehicle. It has the following features. Also, FIG.
To the left of the vehicle corresponds to the front (engine side) of the vehicle.

Incidentally, members and the like without reference numerals are not shown.

The power transmission device 1 includes a clutch housing 3, a power transmission shaft 5, a companion flange 7, a clutch hub 9, a main clutch 11, a ball cam 13 (cam), a pressing member 15, a cam ring 17 (cam member), and a pilot clutch mechanism. 19 and the like.

The power transmission device 1 is housed in a casing fixed to the vehicle body. The clutch housing 3 is formed in a cylindrical shape having openings 21 and 23 on the front and back, and is made of an aluminum material (nonmagnetic material). The power transmission shaft 5 is made of steel and has a flange 25 formed thereon. The flange 25 is fixed to the front opening 21 of the clutch housing 3 with bolts 27.

The companion flange 7 is connected to the power transmission shaft 5
And is fixed by a nut 29. This companion flange 7 is connected to the flange on the propeller shaft side, and thus the companion flange 7 is connected to the engine (transfer) side.

The opening 23 on the rear side of the clutch housing 3
As described later, a magnetic ring-shaped rotor 31 (rotating member) constituting the pilot clutch mechanism 19 is attached thereto, and is positioned by a retaining ring 33. Further, the rotor 31 is configured such that the protrusion 35 is
And rotates integrally with the clutch housing 3.

The power transmission shaft 5, the clutch housing 3 and the rotor 31 are integrated as described above, and are integrally formed by the bearing 39 on the power transmission shaft 5 and the bearing 41 on the rotor 31. It is supported by

The clutch hub 9 is connected to the clutch housing 3
The front end of the ball bearing 4
3 is supported on the flange portion 25 of the power transmission shaft 5,
The rear end is supported on the rotor 31 by a needle bearing 45.

The clutch hub 9 is serrated and connected to a drive pinion shaft on the rear differential side.

The main clutch 11 is a multi-plate clutch, and is disposed between the clutch housing 3 and the clutch hub 9. The ball cam 13 is arranged between the pressing member 15 and the cam ring 17.

The pressing member 15 is spline-connected to the clutch hub 9 so as to be movable in the axial direction.
The main clutch 11 is pressed and engaged by the thrust force.

The cam ring 17 is arranged on the outer periphery of the clutch hub 9, and a thrust bearing 47 for receiving a cam reaction force of the ball cam 13 is arranged between the cam ring 17 and the rotor 31.

The thrust bearing 47 is arranged in the concave portion 48 provided between the cam ring 17 and the rotor 31 and the arrangement space is reduced accordingly. There is no restriction on the space in the axial direction of the member.

The pilot clutch mechanism 19 comprises the rotor 31, the multi-plate clutch 49, the electromagnetic solenoid 51 (electromagnetic magnet), the armature 53 and the like.

The multi-plate clutch 49 is disposed between the clutch housing 3 and the cam ring 17.

As described above, since the thrust bearing 47 does not restrict the peripheral members in terms of space, the multi-plate clutch 49 has a sufficient capacity by using the required number of clutch plates.

The electromagnetic solenoid 51 is fixed to the casing on the vehicle body side, and its yoke 55 penetrates into the concave portion 57 of the rotor 31 through an appropriate gap. Further, the rotor 31 is secured to the yoke 5 by a seal bearing 59.
5 is supported.

The electromagnetic solenoid 51 is connected to a battery, and the operation of exciting and stopping the excitation is performed by a controller.

The armature 53 is arranged adjacent to the front side of the multi-plate clutch 49.

The rotor 31, the multi-plate clutch 49 and the armature 53 constitute a magnetic circuit 61 of the electromagnetic solenoid 51.

A ring 63 of stainless steel, which is a nonmagnetic material, is disposed on the rotor 31 to prevent the magnetic circuit 61 from bypassing the magnetic force. A notch 65 is provided at a position corresponding to the ring 63 in the multi-plate clutch 49,
The bypass of the magnetic force of the magnetic circuit 61 is prevented.

When the electromagnetic solenoid 51 is excited, the armature 53 is attracted through the magnetic circuit 61 and presses and engages the multi-plate clutch 49 to generate pilot torque.

When a pilot torque is generated in the multi-plate clutch 49, the multi-plate clutch 49
The driving force of the engine is applied to the ball cam 13 through the cam ring 17 and the cam ring 17, and the thrust force causes the pressing member 15 to move.
, The main clutch 11 is pressed and engaged, and the power transmission device 1 is connected.

When the power transmission device 1 is connected, the rear differential is connected to the engine side, and the vehicle enters a four-wheel drive state.

At this time, if the strength of the magnetic force of the electromagnetic solenoid 51 is controlled by the controller, the pilot torque of the multi-plate clutch 49 changes due to slip, and the thrust force of the ball cam 13 changes.
And the power transmission device 1 can be adjusted.

As described above, by adjusting the coupling force of the power transmission device 1, the torque distribution ratio between the front wheels and the rear wheels of the vehicle can be arbitrarily adjusted.

When the excitation of the electromagnetic solenoid 51 is stopped, the pilot torque of the multi-plate clutch 49 disappears, the main clutch 11 is released, and the connection of the power transmission device 1 is released.

When the connection of the power transmission device 1 is released, the rear differential is disconnected, and the vehicle enters a front-wheel drive two-wheel drive state.

Further, since the clutch housing 3 is made of an aluminum material, and when the electromagnetic solenoid 51 is excited, the magnetic force is prevented from leaking to other members through the clutch housing 3, so that the armature 53 is provided. , And a predetermined pilot torque by the multiple disc clutch 49 is obtained.

Further, as described above, the power transmission shaft 5, the clutch housing 3, and the rotor 31 forming an integral container.
, Oil is injected from an oil hole 67 provided in the flange portion 25 of the power transmission shaft 5. After oil injection, the oil hole 67 is sealed by a ball 69.

An O-ring 71 is arranged between the flange 25 of the power transmission shaft 5 and the clutch housing 3.
An O-ring 73 is arranged between the clutch housing 3 and the rotor 31 and an X-ring 75 is arranged between the rotor 31 and the clutch hub 9 to prevent oil leakage to the outside.

The oil thus sealed is held in an oil sump 77 provided on the clutch hub 9. The clutch hub 9 is provided with a radial oil flow path 79 communicating with the oil sump 77.

When the clutch hub 9 rotates, the oil passes from the oil sump 77 to each of the oil passages 79 and is provided to the main clutch 11 and the ball bearings 43 to lubricate them.
7. Lubricate the multi-plate clutch 49, the X ring 75 and the like.

Thus, the power transmission device 1 is configured.

As described above, in the power transmission device 1, the clutch housing 3 is made of non-magnetic aluminum and the steel power transmission shaft 5 on the clutch housing 3 side is fixed with the bolt 27.

As described above, since the clutch housing 3 is made of a non-magnetic material, the magnetic force of the electromagnetic solenoid 51 is prevented from leaking from the clutch housing 3 to other members, and the loss of the excitation power is greatly reduced. The burden on the battery is reduced, and the fuel efficiency of the engine is improved.

Further, since the leakage of magnetism is prevented, the electromagnetic solenoid 51, the multi-plate clutch 49, the ball cam 13 and the like can be reduced in size, and the main clutch 11 can also be reduced in size. Accordingly, the power transmission device 1 can be made lightweight and compact.

Further, a layout in which the companion flange 7 is connected to the power transmission shaft 5 and the connection with the propeller shaft side is performed through the companion flange 7 becomes possible, and the degree of freedom in layout is improved.

An opening 23 for attaching the rotor 31 of the pilot clutch mechanism 19 is provided behind the clutch housing 3.
The opening 21 can be provided in front of the clutch housing 3 as well, and the opening 21 and 23 make the clutch housing 3 nearly cylindrical.

As described above, since the clutch housing 3 is formed in a cylindrical shape, the shape is simplified, the weight is reduced, the processing is simplified, and the material used is reduced.
Cost is reduced.

The clutch housing 3 and the power transmission shaft 5
Are fixed by the opening 21 of the clutch housing 3 and the flange 25 of the power transmission shaft 5, so that the distance between the screw hole 81 for the bolt 27 provided in the clutch housing 3 and the central axis is increased.

Thus, the torque load applied to each screw hole 81 of the clutch housing 3 is reduced accordingly. Therefore, even with the clutch housing 3 made of aluminum, sufficient durability in terms of strength can be obtained.

The structure in which the clutch housing 3 and the power transmission shaft 5 are fixed using the bolts 27 can be implemented at low cost, and a sufficient strength can be obtained in the fixing portion.

Next, a second embodiment will be described with reference to FIG.

The power transmission device 83 (clutch device) of this embodiment is similar to the power transmission device 1 of the first embodiment,
The four-wheel drive vehicle is provided between the rear differential on the separation side and the engine (transfer) side, and has the features of claims 1, 2, and 5. 2 corresponds to the front (engine side) of the vehicle.

Note that members and the like without reference numerals are not shown.

The power transmission device 83 comprises the clutch housing 3, the power transmission shaft 5, the companion flange, the clutch hub 9, the main clutch 11, the ball cam 13, the pressing member 85, the cam ring 17, the pilot clutch mechanism 19, and the like. It is housed in a casing fixed to the vehicle body.

The clutch housing 3 is made of a non-magnetic material such as aluminum or stainless steel, and the power transmission shaft 5 is made of steel. The flange 25 of the power transmission shaft 5 is welded to the front opening 21 of the clutch housing 3.

The companion flange (not shown) is serrated and connected to the power transmission shaft 5 and is fixed with a nut. The companion flange is connected to the flange on the propeller shaft side, and thus the power transmission shaft 5 is connected to the engine (transfer) side.

The electromagnetic solenoid 51 of the pilot clutch mechanism 19 is connected to the battery via a lead 87.

The pressing member 85 is connected to the main clutch 11
The ring 91 is fixed to and integrated with a pressure ring 89 for pressing the pressure. A spline portion 93 is provided on the inner periphery of the ring 91, and the spline portion 93 is spline-connected to the outer periphery of the clutch hub 9.

The pressing member 85 fixes the ring 91 having the spline portion 93 and the pressure ring 89 after processing them separately.

Accordingly, since the ring 91 can machine the spline portion 91 by itself and can be subjected to heat treatment, the machining is easy and the heat treatment which can be performed without affecting the pressure ring 89 can be performed. It is easy and the processing cost can be reduced accordingly.

The oil reservoir 77 of the clutch hub 9 is provided with a concave portion 95 for increasing the amount of retained oil.

As described above, by increasing the holding amount of the sealed oil, the rise in the temperature of the oil and the deterioration of the oil due to the rise in the temperature are reduced, so that the lubrication effect and the cooling effect are improved, and Effect lasts for a long time.

[0095] Thus, the power transmission device 83 is configured.

The power transmission device 83 has the following features, except for the following.
An effect equivalent to that of the power transmission device 1 of the first embodiment is obtained.

In addition to this, in the power transmission device 83 for fixing the clutch housing 3 and the power transmission shaft 5 by welding, unlike the configuration using bolts for fixing these, the multiple number of the main clutch 11 and the pilot clutch mechanism 19 are provided. Since the arrangement space of the plate clutch 49 is not restricted by the bolt length, a required number of clutch plates can be used.

Therefore, the capacity of the main clutch 11 and the pilot clutch mechanism 19 (multi-plate clutch 49) can be further increased, and the power transmission device 83 can obtain a larger power transmission function.

The clutch housing 3 and the power transmission shaft 5
Since the sealing effect can be obtained by welding
There is no need to dispose an O-ring (seal) between them, and the number of parts and cost are reduced accordingly, in combination with the elimination of bolts. Further, in this configuration in which the clutch housing 3 and the power transmission shaft 5 are fixed by welding, the strength of the fixing portion is extremely large.

In the present invention, the method of fixing the clutch housing and the power transmission shaft is not limited to each embodiment.

For example, an engagement portion may be provided between the clutch housing and the power transmission shaft, and the clutch housing and the power transmission shaft may be fixed by the engagement portion.

In this configuration in which the fixing bolt is not used, interference between the main clutch and the pilot clutch with the bolt can be avoided, so that the clutch device can obtain a larger power transmission function (clutch capacity).

Further, the attachment and detachment of the clutch housing and the power transmission shaft are easy.

Further, the clutch housing and the power transmission shaft may be integrated by casting.

Also in this configuration, the clutch device can obtain a larger power transmission function (clutch capacity) than the configuration using bolts.

Further, since a sealing effect is obtained by casting, a sealing member between the clutch housing and the power transmission shaft is not required, and the cost can be reduced accordingly.

In the present invention, the main clutch and the pilot clutch are not limited to the multi-plate clutch, but may be, for example, a friction clutch such as a cone clutch or another type of clutch.

The cam may be a cam using a rolling element other than a ball, such as a roller, or a cam using no rolling element.

[0109]

According to the clutch device of the first aspect, since the clutch housing is made of a non-magnetic material, the leakage of magnetism is prevented and the loss of the excitation power is greatly reduced.
The energy saving effect is obtained, and in the vehicle-mounted device, the load on the battery is reduced, and the fuel efficiency of the engine is improved.

Also, by preventing the leakage of magnetism, the electromagnetic magnet, the pilot clutch, the cam, and the main clutch can be reduced in size, and accordingly,
Lightweight and compact.

Further, since a steel material for the shaft having sufficient strength can be used for the power transmission shaft, a layout in which the power transmission shaft is connected to another power transmission shaft via a companion flange connected to the power transmission shaft is used. It becomes possible, and the degree of freedom in layout is improved.

According to the second aspect of the invention, the same effect as that of the first aspect is obtained, and the power transmission shaft can be fixed by the large-diameter flange portion, and the torque load on the fixed portion is reduced. Therefore, even if the clutch housing is made of, for example, aluminum, sufficient durability in terms of strength can be obtained.

Further, by providing an opening in the clutch housing, the clutch housing can be made into a shape close to a cylinder, for example, so that the shape is simple and lightweight, the processing is simple, and the material used is small. Thus, costs are reduced.

The invention of claim 3 is the invention of claim 1 or claim 2.
This configuration achieves the same effect as the configuration described above and fixes the clutch housing and the power transmission shaft with bolts.
It can be carried out at low cost and has sufficient strength for the fixing part.

The invention of claim 4 is the invention of claim 1 or claim 2.
This clutch device in which the clutch housing and the power transmission shaft are fixed by the meshing portion has a greater power transmission function (clutch capacity) than the configuration using the fixing bolts.

Further, in this configuration in which the clutch housing and the power transmission shaft are fixed by the meshing portion, these can be easily attached and detached.

The invention of claim 5 is the invention of claim 1 or claim 2.
In addition to the effect equivalent to that of the configuration described above, since the fixing is performed by welding, the fixing portion is made compact, the clutch device is released from restrictions on the arrangement space, and a larger power transmission function (clutch capacity) is obtained.

Further, since a sealing effect is obtained by welding, a sealing member between the clutch housing and the power transmission shaft is not required, and the cost can be reduced accordingly.

The clutch device according to claim 6 has the same effect as the structure of claim 1, and does not use a member for fixing the clutch housing and the power transmission shaft. Therefore, the clutch device has a larger power transmission function (clutch). Capacity).

Further, since a sealing effect is obtained by casting, a sealing member between the clutch housing and the power transmission shaft is not required, and the cost can be reduced accordingly.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a first embodiment of the present invention.

FIG. 2 is a sectional view showing a second embodiment.

FIG. 3 is a sectional view of a conventional example.

[Explanation of symbols]

1, 83 power transmission device (clutch device) 3 non-magnetic clutch housing 5 power transmission shaft 7 companion flange 9 clutch hub 11 main clutch 13 ball cam (cam) 15 pressing member 17 cam ring (cam member) 19 pilot clutch mechanism 21 clutch Opening provided in housing 25 Flange provided in power transmission shaft 5 corresponding to opening 21 27 Bolt for fixing clutch housing 3 and power transmission shaft 5 31 Rotor (rotating member) of magnetic body 49 Multi-plate clutch (Pilot clutch) 51 Electromagnetic solenoid (Electromagnetic) 53 Armature

Claims (6)

[Claims] A clutch housing as a power transmission member on one side; a clutch hub as a power transmission member on the other side;
A main clutch disposed between the clutch housing and the clutch hub, a pilot clutch disposed between the clutch housing and the cam member, an electromagnetic magnet, and a part of the magnetic circuit that rotates together with the clutch housing. A rotating member of a magnetic material, an armature that is moved by the magnetic force of an electromagnetic magnet and connects the pilot clutch, and is disposed between the pressing member connected to the clutch hub and the cam member, and the pilot clutch is connected. A cam that operates by receiving torque between the clutch housing and the clutch hub and presses and connects the main clutch, wherein a power transmission shaft on the clutch housing side is attached to the non-magnetic clutch housing. A clutch device characterized by being fixed. 2. The clutch according to claim 1, wherein an opening is provided on one side of the clutch housing, and a flange portion corresponding to the opening is provided on the power transmission shaft. A clutch device fixed to an opening. 3. The clutch device according to claim 1, wherein the clutch housing and the power transmission shaft are fixed by bolts. 4. The invention according to claim 1, wherein the clutch housing and the power transmission shaft are each provided with a meshing portion, and the clutch housing and the power transmission shaft are fixed by the meshing portion. And clutch device. 5. The clutch device according to claim 1, wherein the clutch housing and the power transmission shaft on the clutch housing side are fixed by welding. 6. The clutch device according to claim 1, wherein the clutch housing and a power transmission shaft on the clutch housing side are integrated by casting.