JP5490565B2 - Clutch, motor and vehicle door opening and closing device - Google Patents

Description

  The present invention is provided with a motor or the like used as a drive source for a vehicle door opening / closing device such as a slide door or a back door, and a mechanical clutch that enables automatic opening and closing of the door by the motor and manual opening and closing of the clutch. The present invention relates to a motor provided with the motor and a vehicle door opening and closing device provided with the motor with the clutch.

  2. Description of the Related Art In recent years, some automobiles equipped with a sliding door that opens and closes an entrance / exit provided on the side of a vehicle body are equipped with a door opening / closing device that automatically opens and closes the door by a driving force of a motor. In addition, there is a demand for such a door opening and closing device to be configured so that the door can be manually opened and closed. For example, in the door opening and closing device of Patent Document 1, an electromagnetic clutch that enables automatic opening and closing and manual opening and closing is provided in the motor. ing. When the electromagnetic clutch is turned on, the motor side and the door side are drivingly connected to enable automatic opening and closing, and when the clutch is turned off, the driving connection between the door side and the motor side is released to enable manual opening and closing. is there.

  However, when an electromagnetic clutch is used, the wiring of power supply for the power supply becomes complicated inside the motor, so that the electromagnetic clutch is a mechanical clutch as described in Patent Document 2, for example. Is desired.

  The mechanical clutch described in Patent Document 2 is held at a predetermined relative rotational position via a compression coil spring with respect to a drive connecting portion provided to be rotatable integrally with a drive shaft of a motor body. An intermediate plate, and a driven cylindrical portion provided so as to be integrally rotatable with a driven shaft connected to the door side. Further, a roller member is disposed between the drive connecting portion and the intermediate plate in the radial direction and the driven cylindrical portion. In this clutch, when the motor body is stopped, that is, when the drive shaft is not rotating, the roller member is disposed at a position closer to the inside in the radial direction, that is, at a non-clamping position where the intermediate plate and the driven cylindrical portion are not engaged in the rotation direction. The In this way, when the intermediate plate and the driven cylindrical portion are not engaged in the rotation direction, the rotation of the driven cylindrical portion is not transmitted to the intermediate plate, and the drive shaft and the driven shaft are disconnected, so the drive shaft is not rotated. . Therefore, it is possible to easily open and close the door manually. On the other hand, when the motor body is driven, that is, when the drive shaft is rotated, the intermediate plate rotates with the rotation of the drive connecting portion, and the roller member circulates with it. Then, the roller member is moved radially outward by the centrifugal force at the time of rotation, and is disposed at a clamping position where the roller member is clamped by the intermediate plate and the driven cylindrical portion. Then, since the intermediate plate and the driven cylindrical portion are engaged in the rotation direction via the roller member, the driven cylindrical portion is rotated together with the intermediate plate. As a result, the driven shaft is rotated, and the door connected to the driven shaft is automatically opened and closed.

JP 2002-327576 A JP 2008-133951 A

  However, in the clutch described in Patent Document 2, if the roller member jumps out radially outward by the centrifugal force when the motor body is driven, it may be bounced back to the inside by the driven cylindrical portion. Then, until the driving-side rotating body and the driven cylindrical portion are connected via the roller member, that is, until the clutch is turned on, the roller member that protrudes radially outward by centrifugal force is repelled by the driven cylindrical portion. In some cases, the operation of returning to the inside may be repeated a plurality of times. Then, there is a problem that noise is generated due to repeated collision between the driven cylindrical portion and the roller member and repeated collision between the driven connecting portion and the intermediate plate and the roller member. Further, if the centrifugal force acting on the roller member is small, that is, if the rotational speed of the drive connecting portion is small, the roller member is not stably placed at the radially outer clamping position, and the drive side rotating body via the roller member There is a possibility that the connection state between the cylinder and the driven cylindrical portion may not be stably maintained. Further, when the roller body is tilted with respect to the intermediate plate due to rattling of the roller member when the motor body is stopped, the roller member is prevented from moving inward in the radial direction, and the drive side rotation There is a possibility that the connection between the body and the driven cylindrical portion is not completely released, that is, the clutch is not completely turned off. If the door is manually opened and closed when the clutch is not completely turned off, there is a concern that a large force is required to open and close the door.

  SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a clutch capable of improving the reliability of the on / off operation, a motor including the clutch, and a vehicle door opening / closing device. Is to provide.

In order to solve the above problem, the invention according to claim 1 is provided between the drive shaft and the driven shaft, and connects the drive shaft and the driven shaft when driven from the drive shaft side, A clutch that operates to disconnect the driven shaft from the drive shaft when the drive shaft is not driven, and is provided with a drive-side rotating body that is provided so as to be able to rotate integrally with the drive shaft, and to be able to rotate integrally with the driven shaft. A driven-side rotating body, an intermediate rotating body rotatable relative to the driving-side rotating body, a non-engagement position where the driving-side rotating body and the driven-side rotating body are not engaged in the rotation direction, and the driving-side rotation And a power transmission member that is moved between an engagement position that engages the driven-side rotating body in the rotation direction, and any one of the driving-side rotating body and the intermediate rotating body is the non- Allow movement between the engagement position and the engagement position A holding portion for holding the power transmission member, and when the power transmission member is inserted and the drive side rotation body is driven to rotate, the other of the drive side rotation body and the intermediate rotation body is The power transmission member is guided from the non-engagement position to the engagement position by relative rotation of the drive-side rotator with respect to the intermediate rotator, and when the drive-side rotator is stopped, the drive-side rotator and the A cam groove for guiding the power transmission member from the engagement position to the non-engagement position by relative rotation of the intermediate rotator, and acting on the intermediate rotator at the start of rotational drive of the drive-side rotator Due to the inertial force, the intermediate rotating body rotates with a delay from the driving side rotating body, whereby the driving side rotating body and the intermediate rotating body rotate relative to each other , and the intermediate rotating body is interposed with the power transmission member. Said After the rotational driving force of the moving-side rotating body is transmitted and the power transmission member is disposed at the engagement position based on the rotational driving of the driving-side rotating body, the intermediate rotating body is moved to the driven-side rotating body. A friction member that generates a frictional force that is a holding force to be held, the friction member is held by the intermediate rotating body, and the friction member is caused by a centrifugal force that acts when the intermediate rotating body rotates, wherein the intermediate rotary member, and its gist the Rukoto is movable to a position to generate the frictional force between the driven-side rotating member.

  According to the present invention, the power transmission member is guided by the cam groove and engaged with the non-engagement position by the relative movement of the power transmission member and the cam groove along with the relative rotation of the drive side rotating body and the intermediate rotating body. Move between positions. Thus, since the movement between the non-engagement position and the engagement position of the power transmission member is performed in a state where the movement direction is regulated by the cam groove, the power transmission member is guided by the cam groove, It is stably moved from the non-engagement position to the engagement position and from the engagement position to the non-engagement position. Therefore, in the clutch of the present invention, an operation of turning on (that is, an operation of connecting the driving side rotating body and the driven side rotating body) and an operation of turning off (that is, an operation of disconnecting the driving side rotating body and the driven side rotating body). The certainty can be improved. Further, at the start of the rotational drive of the drive-side rotator, the drive-side rotator and the intermediate rotator are rotated relative to each other using an inertial force acting on the intermediate rotator. Therefore, it is not necessary to separately provide means for relatively rotating the drive side rotating body and the intermediate rotating body in order to move the power transmission member from the non-engagement position to the engagement position.

According to the present invention, after the power transmission member is disposed at the engagement position based on the rotational drive of the drive side rotator, the intermediate rotator is driven by the holding force (friction force) generated by the friction member . It is held against the rotating body. When the rotational speed of the drive-side rotator approaches a constant value, the inertial force due to the intermediate rotator no longer acts. Therefore, by holding the intermediate rotator with respect to the driven side rotator by the holding force generated by the friction member , the relative rotation position between the drive side rotator and the intermediate rotator is determined, and the power transmission member is engaged. It becomes easy to maintain at the relative rotation position arrange | positioned.

According to this invention, the intermediate rotating body can be easily held with respect to the driven-side rotating body by utilizing the frictional force generated by the friction member.
According to a second aspect of the present invention, in the clutch according to the first aspect, the friction member is a weight for generating the inertial force that acts on the intermediate rotating body at the start of rotational driving of the driving side rotating body. The gist is that the weight has
According to a third aspect of the present invention, in the clutch according to the first or second aspect , the drive-side rotator and the intermediate rotator are arranged inside the driven-side rotator and have outer peripheral edges. The friction member is disposed on the inner side of the driven-side rotator, is opposed to the driven-side rotator in the radial direction, and can rotate integrally with the intermediate rotator. The gist of the invention is that the frictional force is generated between the driven rotating body and the driven rotating body by being pressed against the driven rotating body by a centrifugal force acting when the intermediate rotating body rotates.

  According to this invention, the friction member is pressed against the driven rotating body by the centrifugal force acting on the friction member by rotating integrally with the intermediate rotating body to generate a frictional force. Therefore, the intermediate rotator can be held with respect to the driven rotator only when the drive side rotator is rotationally driven.

The gist of the invention described in claim 4 is that the clutch according to claim 3 further includes a holding spring that urges the friction member radially inward.
According to the present invention, since the friction member is urged radially inward by the holding spring, the position of the friction member is easily stabilized when the clutch is off. Therefore, rattling of the friction member is suppressed. Further, the biasing force of the holding spring makes it easy to break the contact between the friction member and the driven side rotating body when the clutch is off. Further, from the time when the drive-side rotator is started to rotate until the power transmission member engages the drive-side rotator and the driven-side rotator in the rotational direction (that is, during the operation of turning on the clutch). ), The generation of a frictional force between the friction member and the driven side rotating body is suppressed. Therefore, the certainty of the turning-on operation can be further improved in the clutch.

According to a fifth aspect of the present invention, there is provided a motor body having the drive shaft that is rotationally driven, and the driven shaft that is disposed coaxially with the drive shaft and rotated by a rotational driving force of the drive shaft. motor with a reduction mechanism and outputting the decelerated rotational driving force of the shaft, and a clutch according to any one of the deployed claims 1 to 4 between the driven shaft and the drive shaft This is the gist.

  According to the present invention, the motor is provided with the clutch in which the reliability of the turning-on operation and the turning-off operation is improved. Therefore, in this motor, when the drive of the motor body starts, the rotational driving force is quickly transmitted from the drive shaft to the driven shaft. On the other hand, when the motor body stops, the drive shaft and the driven shaft are disconnected from the driven shaft side. Can be easily rotated.

According to a sixth aspect of the present invention, the motor door according to the fifth aspect is used as a drive source thereof, and the vehicle door opening / closing operation is configured such that a door for opening / closing an opening provided in the vehicle is opened / closed by driving the motor. When the command to automatically open and close the door is generated, the drive shaft is automatically connected to the driven shaft by the clutch and the door is automatically opened and closed while the motor body is driven. When the vehicle is stopped, the gist is that the driven shaft is disconnected from the drive shaft by the clutch to reduce the operating load when the door is manually opened and closed.

  According to the present invention, the motor used as the drive source is provided with the clutch with improved reliability of the turning-on operation and the turning-off operation. In general, in a vehicle door opening / closing device that automatically opens and closes a vehicle door by a driving force of a motor, there is a demand for the door to be manually opened and closed. Therefore, by using such a motor as a drive source, it is possible to easily open and close the door manually. Further, when the motor body is driven based on a command to automatically open and close the door, the drive shaft and the driven shaft are quickly connected by the clutch, so that the opening and closing operation of the door can be started smoothly.

  ADVANTAGE OF THE INVENTION According to this invention, the clutch which can improve the certainty of the operation | movement turned on and off, the motor provided with this clutch, and the vehicle door opening / closing apparatus can be provided.

Sectional drawing of the motor with a clutch in this embodiment. The schematic block diagram of a sliding door opening / closing apparatus. Sectional drawing of the clutch of embodiment. The disassembled perspective view of the clutch of embodiment. The expansion perspective view near the control groove in a drive side rotating body. The enlarged plan view near the cam groove in the intermediate plate. (A) is a plan view of the clutch in an off state, and (b) is a plan view of the clutch in an on state. (A)-(d) is a top view of the clutch for demonstrating the operation | movement turned on. (A)-(d) is a timing chart for demonstrating the operation | movement which a clutch turns on. (A)-(d) is a timing chart for demonstrating operation | movement of the clutch at the time of load. (A)-(d) is a top view of the clutch for demonstrating the operation | movement at the time of load. (A)-(d) is a top view of the clutch for demonstrating the operation | movement at the time of light load. (A)-(d) is a timing chart for demonstrating operation | movement of the clutch at the time of light load. (A)-(d) is a timing chart for demonstrating operation | movement of the clutch at the time of reverse load. (A)-(d) is a top view of the clutch for demonstrating the operation | movement at the time of reverse load. The top view of the clutch for demonstrating the operation | movement at the time of reverse load. (A)-(d) is a timing chart for demonstrating the operation | movement which a clutch turns off. (A)-(d) is a top view of the clutch for demonstrating the operation | movement turned off. (A)-(e) is a conceptual diagram for demonstrating the transmission path | route of rotational driving force.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings.
FIG. 1 shows a motor 11 of this embodiment. As shown in FIG. 2, the motor 11 according to the present embodiment is used as a drive source for the slide door opening and closing device 1 mounted on an automobile. The slide door opening / closing device 1 is disposed in a slide door 3 that is slidable along the side surface of the vehicle body 2. The slide door 3 is supported by a connector 5 connected to a guide rail 4 provided on the vehicle body 2. The connector 5 moves along the guide rail 4 when the wire cable 6 is wound and delivered by driving the motor 11. The sliding door 3 opens and closes the entrance / exit 2a formed in the vehicle body 2 by the movement of the connector 5.

  As shown in FIG. 1, the motor 11 is a so-called geared motor including a motor body 12 and a speed reduction unit 13. The motor body 12 includes a yoke housing 14, a pair of magnets 15, an armature 16, a brush holder 17, and a pair of brushes 18.

  The yoke housing 14 has a bottomed cylindrical shape, and a pair of magnets 15 are fixed to the inner surface thereof. A bearing 19 is provided at the center of the bottom of the yoke housing 14, and the bearing 19 can rotate a base end portion of the rotary shaft 20 (drive shaft) of the armature 16 disposed inside the yoke housing 14. To support.

  The opening 14a of the yoke housing 14 is integrally formed with a flange portion 14b extending outward in the radial direction, and the flange portion 14b is connected and fixed to a gear housing 31 of the speed reduction portion 13 described later. ing. In this fixing, the flange portion 14b is fixed to the gear housing 31 with the screw 21 in a state where the brush holder 17 is interposed between the flange portion 14b and the opening portion 31a of the gear housing 31.

  In the yoke housing 14, the brush holder 17 includes a bearing 22 that pivotally supports a portion of the armature 16 on the distal end side of the rotary shaft 20, and a pair of brushes 18 that are in sliding contact with the commutator 23 fixed to the rotary shaft 20. keeping. Further, in the brush holder 17, a portion protruding outside the yoke housing 14 and the gear housing 31 is a connector portion 17 a to which a vehicle body side connector (not shown) extending from the vehicle body side is connected, and the connection of the connector portion 17 a. A plurality of terminals 24 are exposed in the recess 17b. The terminals 24 are inserted into the brush holder 17 and are electrically connected to the brush 18 and a rotation sensor (a hall element 42 described later) provided in the motor 11. When a vehicle body side connector (not shown) is coupled to the connector portion 17a, the controller 25 provided on the vehicle body side and the motor 11 are electrically connected. As a result, power supply and output of sensor signals and the like can be performed between the motor 11 and the controller 25.

The speed reduction unit 13 includes a gear housing 31, a speed reduction mechanism 34 including a worm shaft 32 (driven shaft) and a worm wheel 33, an output shaft 35, and a clutch 50.
The resin gear housing 31 includes an opening 31a facing the opening 14a of the yoke housing 14, and the brush holder 17 is interposed between the openings 14a and 31a. The gear housing 31 is formed with a clutch housing portion 31b that is recessed from the opening 31a of the gear housing 31 in the axial direction. Further, the gear housing 31 accommodates a substantially cylindrical shaft housing cylinder portion 31c extending in the axial direction from the bottom of the clutch housing portion 31b and housing the worm shaft 32, and a worm wheel 33 connected to the shaft housing tube portion 31c. A substantially circular wheel housing portion 31d is formed.

  Bearings 36 and 37 are arranged at both ends of the shaft accommodating cylinder portion 31c in the axial direction. The worm shaft 32 is arranged coaxially with the rotary shaft 20 in the shaft accommodating cylinder portion 31c with its tip end being pivotally supported by the bearing 37 (that is, arranged so that the rotation axes coincide). Has been. A worm portion 32a having a screw tooth shape is formed at a substantially central portion of the worm shaft 32 in the axial direction. Further, in the shaft accommodating cylinder portion 31c, a thrust receiving ball 38 and a thrust receiving plate 39 for receiving the thrust load of the worm shaft 32 are provided on the tip side of the worm shaft 32 (the end opposite to the motor main body 12). Has been placed.

  A ring-shaped sensor magnet 41 magnetized in the circumferential direction between the worm portion 32a and the portion supported by the bearing 36 in the worm shaft 32 is mounted so as to rotate integrally with the worm shaft 32. ing. A hall element 42 that detects a change in the magnetic field associated with the rotation of the sensor magnet 41 is disposed in a portion of the shaft housing cylinder portion 31 c that faces the outer peripheral surface of the sensor magnet 41. The Hall element 42 is a signal for detecting rotation information such as the rotation speed and rotation speed of the worm shaft 32, and outputs a rotation detection signal that is a signal corresponding to a change in the magnetic field accompanying the rotation of the sensor magnet 41. . The controller 25 detects the opening / closing position and opening / closing speed of the slide door 3 based on the rotation detection signal.

  A disc-shaped worm wheel 33 that meshes with the worm portion 32a of the worm shaft 32 is rotatably accommodated in the wheel accommodating portion 31d. An output shaft 35 is fixed to the central portion of the worm wheel 33 in the radial direction so as to rotate integrally. A drive pulley (not shown) on which the wire cable 6 for opening and closing the slide door 3 is opened and closed is connected to the output shaft 35 so as to rotate integrally (see FIG. 1).

  The clutch housing portion 31b houses a mechanical clutch 50 that is disposed between the worm shaft 32 and the rotary shaft 20 and that connects and disconnects the worm shaft 32 and the rotary shaft 20. As shown in FIG. 4, the clutch 50 includes a driving side rotating body 51, a return spring 52 (biasing means), an intermediate plate 53, a roller member 54, a friction weight 55, a holding spring 56, and a driven side rotating body 57. Yes.

The drive-side rotator 51 includes a columnar drive-side shaft coupling portion 51a and a disk-shaped drive plate 51b integrally formed at one end portion in the axial direction of the drive-side shaft coupling portion 51a. .
A shaft coupling recess 51c is formed in the central portion in the radial direction of the drive side shaft coupling portion 51a. The shaft connecting recess 51c is recessed in the axial direction from the end surface in the axial direction on the side opposite to the drive plate 51b in the drive side shaft connecting portion 51a, and the shape viewed from the axial direction forms a two-sided width shape. . Then, as shown in FIG. 3, the tip of the rotating shaft 20 has a two-sided width shape corresponding to the shaft connecting recess 51c, and when the tip of the rotating shaft 20 is inserted into the shaft connecting recess 51c, The drive-side rotator 51 is engaged with the distal end portion of the rotation shaft 20 in the rotation direction, and can rotate integrally with the rotation shaft 20. In addition, the connected rotating shaft 20 and the driving side shaft connecting portion 51a are coaxial with each other (the center axes of each other coincide). The drive-side shaft coupling portion 51a is formed with a ball housing hole 51d that is formed so as to penetrate from the bottom of the shaft coupling recess 51c along the axial direction. A thrust receiving ball 61 that receives a thrust load between the rotating shaft 20 and the driven side rotating body 57 is accommodated in the ball accommodating hole 51d.

  The drive plate 51b extends radially outward from the axial end opposite to the opening of the shaft coupling recess 51c in the drive side shaft coupling portion 51a, and drives with the central axis of the drive plate 51b. The center axis line of the side shaft connecting portion 51a coincides (see the alternate long and short dash line in FIG. 3). The outer diameter of the drive plate 51b is smaller than the inner diameter of the clutch housing portion 31b (see FIG. 1).

  As shown in FIG. 4, the drive plate 51b is formed with a pair of spring accommodating portions 51e at positions on the outer peripheral side of the drive side shaft connecting portion 51a. The two spring accommodating portions 51e are formed by recessing the drive plate 51b in the axial direction from the axial end surface of the drive plate 51b on the side where the drive side shaft coupling portion 51a protrudes. Further, as shown in FIG. 7A, the two spring accommodating portions 51e form an arc-shaped groove surrounding the drive side shaft connecting portion 51a, and the shape seen from the axial direction is the drive plate. It has a symmetrical shape with a straight line passing through the radial center of 51b and perpendicular to the longitudinal direction of the shaft coupling recess 51c as the axis of symmetry. The spring accommodating portions 51e accommodate return springs 52 each made of a compression coil spring.

  As shown in FIGS. 3 and 7 (a), in the drive plate 51b, there are two engagements between two adjacent ends of the spring accommodating portion 51e in the circumferential direction, that is, at two positions spaced by 180 ° in the circumferential direction. Recesses 51f are respectively formed. Each engagement recess 51f is formed by recessing the drive plate 51b in the axial direction from the axial end surface of the drive plate 51b on the side where the drive side shaft coupling portion 51a protrudes, and in the radial direction of the drive plate 51b. It has an arc shape with the center of curvature as the center of curvature. Each engagement recess 51f is formed concentrically with the spring accommodating portion 51e, and the radial width of each engagement recess 51f is narrower than the radial width of the spring accommodating portion 51e. Yes. Each engagement recess 51f communicates two spring accommodating portions 51e adjacent in the circumferential direction.

  Further, three control grooves 51g are formed on the outer peripheral edge of the drive plate 51b. The three control grooves 51g are formed at three locations that are equiangularly spaced in the circumferential direction (120 ° intervals in the present embodiment). As shown in FIG. 5, each control groove 51g is recessed from the outer peripheral edge of the drive plate 51b toward the inside in the radial direction. Each control groove 51g opens outward in the radial direction and penetrates the drive plate 51b in the axial direction. In addition, each control groove 51g has a U shape whose shape viewed from the axial direction opens outward in the radial direction.

  As shown in FIGS. 3 and 4, the intermediate plate 53 has a disk shape and has an outer diameter smaller than the inner diameter of the clutch housing portion 31b and larger than the outer diameter of the drive plate 51b. An insertion hole 53 a penetrating in the axial direction is formed in the central portion in the radial direction of the intermediate plate 53. The insertion hole 53a has a circular shape when viewed from the axial direction, and the inner diameter thereof is set to a value that is equal to or slightly larger than the outer diameter of the drive side shaft coupling portion 51a. The intermediate plate 53 is disposed so as to overlap the drive plate 51b in the axial direction in a state where the drive side shaft coupling portion 51a is inserted through the insertion hole 53a. Further, the drive side shaft connecting portion 51a and the intermediate plate 53 are arranged coaxially (refer to the alternate long and short dash line in FIG. 3).

  As shown in FIGS. 3 and 7A, the axial end of the intermediate plate 53 on the side facing the drive plate 51b is provided at two locations on the outer periphery of the insertion hole 53a at an interval of 180 °. A pair of engaging projections 53b projecting in the axial direction is formed. Each engagement convex part 53b is formed corresponding to a pair of engagement recessed part 51f formed in the drive plate 51b. That is, each engagement protrusion 53b has an arc shape when viewed from the axial direction, the radial width thereof is equal to the radial width of the engagement recess 51f, and the circumferential width thereof is engaged. It is formed to be equal to the circumferential width of the recess 51f. The pair of engaging convex portions 53b are inserted into the pair of engaging concave portions 51f of the drive plate 51b. The engaging convex portions 53b inserted into the engaging concave portions 51f are disposed between the ends of the two return springs 52, respectively. The intermediate plate 53 and the drive-side rotator 51 are coupled in the rotational direction via these return springs 52, and the return spring 52 urges the engaging convex portion 53b, so that the intermediate plate 53 is driven on the drive side. The rotating body 51 is held at a predetermined relative rotational position via a return spring 52.

  Further, the same number of control grooves 51g formed in the drive plate 51b, that is, three cam grooves 53c are formed in a portion on the outer peripheral side of the insertion hole 53a in the intermediate plate 53. The three cam grooves 53c are formed at equal angular intervals in the circumferential direction, and are formed so as to penetrate the intermediate plate 53 in the axial direction. As shown in FIG. 6, each cam groove 53c extends substantially along the circumferential direction of the intermediate plate 53, and is formed with a constant width in the short direction. Each cam groove 53c has a symmetrical shape on both sides in the circumferential direction with the center in the circumferential direction as the center. Specifically, the central portion of each cam groove 53c in the circumferential direction is substantially V-shaped with the shape viewed from the axial direction of the intermediate plate 53 opening radially outward, and the circumferential direction of each cam groove 53c. Both end portions have an arc shape along the circumferential direction of the intermediate plate 53. Accordingly, each cam groove 53c has the center in the circumferential direction located on the innermost radial direction, and goes outward in the radial direction from the center in the circumferential direction toward both sides in the circumferential direction. Further, in each cam groove 53c, the arc-shaped portions on both sides in the circumferential direction are located on the outermost radial direction. In each cam groove 53c, the center in the circumferential direction is a non-engagement guide portion P1, and both end portions in the circumferential direction are engagement guide portions P2. And as shown to Fig.7 (a), the radial position of the non-engagement guide part P1 is equal to the radial position of the site | part near the bottom part of the control groove 51g in the drive plate 51b. Therefore, the bottom portion of the control groove 51g is located radially inward from the non-engaging guide portion P1 of the cam groove 53c.

  Further, as shown in FIG. 4, three housing recesses 53d are formed on the end surface of the intermediate plate 53 in the axial direction opposite to the drive plate 51b. The three receiving recesses 53d are formed between the cam grooves 53c adjacent in the circumferential direction so as to alternate with the cam grooves 53c, and are formed at equiangular intervals in the circumferential direction. Each housing recess 53d extends along the radial direction, and is open to the radially outer side and one side in the axial direction (the side opposite to the drive plate 51b). Each receiving recess 53d is formed to have a constant circumferential width from the radially inner end to the radially outer end. The inner side surfaces on both sides in the circumferential direction of the housing recess 53d form a pair of guide surfaces 53e that face the circumferential direction of the intermediate plate 53 and are parallel to each other. A spring accommodating recess 53f extending along the radial direction is provided in the bottom of each accommodating recess 53d.

  The roller member 54 includes a sandwiching portion 54a and a cam engagement portion 54b formed integrally with the sandwiching portion 54a. The sandwiching portion 54a is formed in a column shape in which a cross section cut along a direction orthogonal to the axial direction forms a racetrack shape. Further, the axial length of the sandwiching portion 54a is formed substantially equal to the thickness of the drive plate 51b (that is, the axial length of the drive plate 51b). Further, as shown in FIG. 7A, when the clamping portion 54a is viewed from the axial direction, the length in the longitudinal direction of the clamping portion 54a is the length in the radial direction of the control groove 51g (that is, the control groove 51g). The length in the short direction of the clamping portion 54a is substantially equal to the circumferential width of the control groove 51g.

  As shown in FIG. 4, the cam engagement portion 54 b extends along the axial direction from one axial end surface of the clamping portion 54 a and has a cylindrical shape. The cam engaging portion 54b protrudes from one end portion in the longitudinal direction of the clamping portion 54a when the roller member 54 is viewed from the axial direction. As shown in FIG. 7A, the outer diameter of the cam engaging portion 54b is slightly smaller than the width of the clamping portion 54a (length in the short direction), and the width of the cam groove 53c (short side). It is set to a value approximately equal to the direction width.

  As shown in FIG. 3, the three roller members 54 have their clamping portions 54a accommodated in the control grooves 51g of the drive plate 51b, while the cam engagement portions 54b are inserted into the cam grooves 53c of the intermediate plate 53. ing. As shown in FIG. 7 (a), when viewed from the axial direction, the sandwiching portion 54a has the longitudinal direction of the sandwiching portion 54a coincident with the radial direction of the drive plate 51b, and the short direction of the sandwiching portion 54a. Is inserted into the control groove 51g so as to coincide with the circumferential direction of the drive plate 51b. Accordingly, the roller member 54 is guided to move in the radial direction by the control groove 51g, while being restricted from moving in the circumferential direction with respect to the drive plate 51b. Further, by inserting the cam engaging portion 54b into the cam groove 53c, the roller member 54 is guided to move along the longitudinal direction of the cam groove 53c with respect to the intermediate plate 53, while the cam groove 53c is in the width direction. Movement is restricted.

  When the drive-side rotator 51 and the intermediate plate 53 rotate relative to each other about the center axis, the roller member 54 is moved into the control groove 51g by the cam mechanism including the cam groove 53c and the cam engaging portion 54b. It is moved along the radial direction of the drive plate 51b while being guided. When the cam engagement portion 54b is disposed in the non-engagement guide portion P1 of the cam groove 53c by the relative rotation of the drive side rotating body 51 and the intermediate plate 53, the clamping portion 54a is the most within the radial movement range. Arranged radially inside. At this time, the sandwiching portion 54a is disposed radially inward from the outer peripheral edge of the drive plate 51b. At this time, the roller member 54 is disposed at the drive side rotating body 51 and a driven side rotating body 57 described later. Corresponds to a non-engagement position where it is not engaged in the rotational direction. On the other hand, as shown in FIG. 7B, when the cam engagement portion 54b is disposed in the engagement guide portion P2 of the cam groove 53c by the relative rotation of the drive side rotating body 51 and the intermediate plate 53, the clamping portion 54a is arranged on the outermost radial direction within the radial movement range. At this time, a part of the clamping portion 54a protrudes radially outward from the outer peripheral edge of the drive plate 51b, and the arrangement position of the roller member 54 at this time is the drive-side rotating body 51 and a driven-side rotation described later. This corresponds to the engagement position for engaging the body 57 in the rotational direction.

  As shown in FIG. 4, friction weights 55 are accommodated in the three accommodating recesses 53 d of the intermediate plate 53, respectively. Each friction weight 55 has a substantially rectangular parallelepiped shape corresponding to the internal space of the housing recess 53d. Each friction weight 55 is formed such that its axial thickness is equal to the depth of the accommodating recess 53d, and its circumferential width is substantially equal to the circumferential width of the accommodating recess 53d. In addition, each friction weight 55 is formed such that its radial length is slightly shorter than the radial length of the housing recess 53d, and has an arc-shaped friction surface 55a on its radially outer end surface. As shown in FIG. 7A, the friction surface 55a is parallel to the axial direction and bulges outward in the radial direction in a state where the friction weight 55 is housed in the housing recess 53d. The friction weights 55 are movable in the radial direction with respect to the intermediate plate 53 while being guided by the pair of guide surfaces 53e of the housing recess 53d, while the guide surfaces 53e can move in the circumferential direction with respect to the intermediate plate 53. It is regulated.

  Further, as shown in FIGS. 3 and 4, a pressing convex portion 55 b protruding in the axial direction is formed on one end surface in the axial direction facing the bottom surface of the housing concave portion 53 d in each friction weight 55. The pressing projection 55b is inserted into the spring accommodating recess 53f and is urged radially inward by a holding spring 56 accommodated in the spring accommodating recess 53f. In the present embodiment, the holding spring 56 is a compression coil spring. When the intermediate plate 53 is stopped, the friction weight 55 is disposed on the radially inner side within the movement range of the friction weight 55 by the urging force of the holding spring 56 that urges the pressing protrusion 55b. The end surface on the radially inner side of the friction weight 55 is held in a state of being pressed against the contact surface 53g on the radially inner side of the housing recess 53d.

  Further, the three friction weights 55 are delayed from the driving side rotating body 51 so that the driving side rotating body 51 and the intermediate plate 53 are rotated relative to each other when the driving side rotating body 51 starts to rotate. The weight is set so that an inertial force can be applied to the intermediate plate 53 so as to rotate.

The driven-side rotating body 57 includes a bottomed cylindrical driven cylindrical portion 57a and a driven-side shaft connecting portion 57b formed integrally with the driven cylindrical portion 57a.
As shown in FIG. 1, the outer diameter of the driven cylindrical portion 57a is set to a value slightly smaller than the inner diameter of the clutch housing portion 31b. And the driven side rotation body 57 is accommodated in the clutch accommodating part 31b with the opening part facing the motor main body 12 side. Moreover, the axial length of the driven-side rotator 57 is shorter than the depth of the clutch housing portion 31b. Further, as shown in FIG. 3, the inner depth of the driven-side rotator 57 is formed to be substantially equal to the axial lengths of the drive plate 51 b and the intermediate plate 53 that are assembled together.

  As shown in FIG. 4, the curvature of the inner peripheral surface of the cylindrical side wall portion 57 c of the driven cylindrical portion 57 a is equal to the curvature of the friction surface 55 a of the friction weight 55. In addition, on the inner peripheral surface of the side wall portion 57c, control convex portions 57d protruding inward in the radial direction are formed at three locations that are equiangularly spaced in the circumferential direction (120 ° intervals in the present embodiment). . The control convex portion 57d is formed such that the axial height from the bottom surface of the driven-side rotator 57 is substantially equal to the axial thickness of the drive plate 51b. In the driven-side rotating body 57, the inner diameter of the portion where the control convex portion 57d is formed is slightly larger than the outer diameter of the drive plate 51b and smaller than the outer diameter of the intermediate plate 53. In the driven-side rotator 57, the inner diameter of the portion that is closer to the opening of the driven-side rotator 57 than the control convex portion 57 d is slightly smaller than the outer diameter of the intermediate plate 53. The drive plate 51b accommodated on the bottom side of the driven-side rotator 57 has its outer peripheral edge opposed to the control convex portion 57d in the radial direction. Further, as shown in FIGS. 3 and 7A, the sandwiching portion 54 a of the roller member 54 is disposed between the drive plate 51 b and the side wall portion 57 c of the driven side rotating body 57 that are opposed in the radial direction. . In addition, the intermediate plate 53 accommodated on the opening side of the driven-side rotator 57 is opposed to the control convex portion 57d in the axial direction at the outer peripheral edge portion, and the outer peripheral edge is opposed to the side wall portion 57c in the radial direction. To do. The drive plate 51b, the intermediate plate 53, and the driven cylindrical portion 57a are coaxially arranged (arranged so that the central axes coincide with each other) (refer to the alternate long and short dash line in FIG. 3).

  Further, as shown in FIGS. 4 and 7A, by forming this control convex portion 57d, the control concave portion 57e is formed between the control convex portions 57d adjacent to each other in the circumferential direction inside the driven-side rotating body 57. Is formed. The three control recesses 57e are formed at equiangular intervals in the circumferential direction. Further, the circumferential width of the control recess 57e is formed wider than the circumferential width of the control groove 51g formed in the drive plate 51b. And the inner side surface (the end surface of the circumferential direction of the control convex part 57d) of the both sides of the circumferential direction of the control recessed part 57e forms a pair of transmission surfaces 57f which the space | interval of the circumferential direction becomes wide toward the radial inside. Yes. Each transmission surface 57f is parallel to the axial direction, and the shape viewed from the axial direction is an arc. Further, the curvature of each transmission surface 57f is equal to the curvature of the arcuate portion of the outer peripheral surface of the holding portion 54a.

  As shown in FIG. 3, a plate concave portion 57g that opens to the inside of the driven cylindrical portion 57a is formed in the center of the bottom portion of the driven cylindrical portion 57a. The plate concave portion 57g has a disk-shaped thrust receiver. A plate 62 is accommodated. The thrust receiving plate 62 is in contact with the thrust receiving ball 61 and receives the thrust load of the rotary shaft 20 together with the thrust receiving ball 61.

  The driven side shaft connecting portion 57b extends along the axial direction from the center of the bottom of the driven cylindrical portion 57a and protrudes to the outside of the driven cylindrical portion 57a. The driven side shaft connecting portion 57b has a cylindrical shape, and its outer diameter is equal to the outer diameter of the worm side shaft connecting portion 32b provided at the base end portion of the worm shaft 32 as shown in FIG. The size is assumed. In addition, on the base end face (the upper end face in FIG. 1) of the worm side shaft connecting portion 32b, shaft connecting recesses 32c are formed at three positions that are equiangularly spaced in the circumferential direction. FIG. 1 shows only one of the three shaft coupling recesses 32c. Each of the shaft coupling recesses 32c is recessed along the axial direction of the worm shaft 32 from the base end surface of the worm side shaft coupling portion 32b, and on the base end side (upper side in FIG. 1) and radially outward of the worm shaft 32. It is open.

  As shown in FIG. 3, a shaft coupling convex portion 57h corresponding to the shaft coupling concave portion 32c (see FIG. 1) is formed to project from the tip of the driven side shaft coupling portion 57b. The shaft connecting convex portion 57h is an outer peripheral edge at the tip of the driven side shaft connecting portion 57b, and protrudes along the axial direction from three locations that are equiangularly spaced in the circumferential direction. Further, each of the shaft coupling convex portions 57h has a circumferential width, a radial width, and an axial length that are equal to the circumferential width, the radial width, and the axial direction of the shaft coupling concave portion 32c (see FIG. 1). The depth of each is formed equal. As shown in FIGS. 1 and 3, by inserting the three shaft coupling convex portions 57h into the three shaft coupling concave portions 32c of the worm shaft 32, the driven side rotating body 57 and the worm shaft 32 are connected. It is engaged in the rotational direction and can rotate integrally. The driven-side shaft coupling portion 57b protrudes from the bottom of the clutch housing portion 31b into the shaft housing tube portion 31c and is pivotally supported by the bearing 36 disposed on one end side of the shaft housing tube portion 31c.

  A thrust recess 57k is formed in the radial center of the driven-side shaft connecting portion 57b from the distal end surface of the driven-side shaft connecting portion 57b toward the base end. The thrust recess 57k communicates with the plate recess 57g through a communication hole 57m extending in the axial direction from the center of the bottom of the thrust recess 57k. The thrust recess 57k accommodates a disc-shaped thrust receiving plate 63 and a thrust receiving ball 64. The thrust receiving plate 63 and the thrust receiving ball 64 receive the thrust load of the worm shaft 32.

Next, the operation of the motor 11 configured as described above will be described focusing on the operation of the clutch 50.
When the rotary shaft 20 is not rotationally driven as when the motor main body 12 is stopped, as shown in FIG. 7A, the relative rotational position of the drive-side rotator 51 and the intermediate plate 53 is the engagement convex portion. Due to the urging force of the return spring 52 that urges 53b, the cam engaging portion 54b is maintained at a position where it is disposed in the non-engaging guide portion P1 of the cam groove 53c. Accordingly, the roller member 54 is located at the innermost radial direction in the radial movement range, and is disposed at a non-engagement position where the roller member 54 does not engage with the driven-side rotator 57 in the rotational direction. In addition, the friction weight 55 is held in a state of being in contact with the contact surface 53g in the housing recess 53d by being biased radially inward by the holding spring 56.

  In this state, as shown in FIG. 1, when the output shaft 35 is rotated from the slide door 3 side to manually open or close the slide door (see FIG. 2), the output shaft 35 is rotated. Along with this, the worm shaft 32 is rotated. When the rotary shaft 20 is not driven to rotate, as shown in FIG. 7 (a), the cam engaging portion 54b is disposed in the non-engaging guide portion P1 of the cam groove 53c, so that the roller member 54 is non-rotated. It is arranged at the engagement position. Therefore, the driven-side rotator 57 does not engage any of the drive-side rotator 51, the intermediate plate 53, and the roller member 54 in the rotation direction, and the rotating shaft 20 and the worm shaft 32 are disconnected. Therefore, the driven-side rotator 57 rotates idly with respect to the drive-side rotator 51 and the intermediate plate 53 as the worm shaft 32 rotates. Therefore, since the rotary shaft 20 which becomes a rotational load from the output shaft 35 side is separated from the worm shaft 32, the rotation from the output shaft 35 side becomes easy. Therefore, it is possible to easily open and close the slide door 3 manually without requiring a large operating force.

  As shown in FIG. 1, when a command to automatically open or close the slide door 3 is generated, the motor body 12 is driven by the controller 25 and the rotary shaft 20 is driven to rotate. Then, when the rotational drive of the drive side rotator 51 is started along with the rotational drive of the rotary shaft 20, as shown in FIGS. 8A and 9A, the control groove 51g of the drive side rotator 51 is obtained. The roller member 54 holding the holding portion 54a is also rotated together with the drive side rotating body 51. At this time, as shown in FIGS. 8B and 9B, since the friction weight 55 is accommodated in the intermediate plate 53, the rotational position of the intermediate plate 53 is maintained by the inertial force. Accordingly, the intermediate plate 53 rotates with a delay from the driving side rotating body 51. As a result, the drive-side rotator 51 rotates relative to the intermediate plate 53 while contracting the return spring 52 against the engaging convex portion 53 b against the urging force of the return spring 52. That is, a difference in rotation angle occurs between the drive side rotating body 51 and the intermediate plate 53. Then, as shown in FIG. 8C and FIG. 9C, the cam engaging portion 54b is rotated in the circumferential direction of the intermediate plate 53 with respect to the cam groove 53c. While being guided by the groove 53c, it is moved from the non-engagement guide portion P1 toward the engagement guide portion P2 on the front side in the rotational direction of the drive side rotating body 51. The roller member 54 is moved to the radially outer engagement position by the action of the cam groove 53c. Further, as shown in FIGS. 8D and 9D, the radially outer end of the clamping portion 54a of the roller member 54 is driven within the control recess 57e as the driving side rotating body 51 rotates. It contacts the transmission surface 57f on the front side in the rotational direction of the side rotating body 51. Thus, the clutch 50 is turned on. When the clutch 50 is turned on, the rotational driving force of the rotating shaft 20 is transmitted from the driving-side rotating body 51 to the roller member 54 as shown by a thick solid line in FIG. As shown in FIG. 8, transmission from the roller member 54 to the driven side rotating body 57 becomes possible.

9, 10, 13, 14, and 17, the rotational speed “N ₁ ” of the drive-side rotator 51 is set such that the cam engagement portion 54 b is engaged with the engagement guide portion by the relative rotation with the intermediate plate 53. This is the number of rotations of the drive-side rotator 51 required for moving to P2. Further, the rotational speed “N ₀ ” of the driving side rotating body 51 is necessary for integrating the intermediate plate 53 and the driven side rotating body 57 by the frictional force between the friction weight 55 and the driven side rotating body 57. This is the rotational speed of the driving side rotating body 51. The rotation speed “N ₁ ” of the intermediate plate 53 is the rotation speed of the intermediate plate 53 when the cam engagement portion 54 b is moved to the engagement guide portion P <b> 2 by relative rotation with the drive-side rotator 51. Further, the rotational speed “N ₀ ” of the intermediate plate 53 is such that the intermediate plate 53 and the driven-side rotator 57 are integrated by the frictional force between the friction weight 55 and the driven-side rotator 57. The number of revolutions. Further, the deflection “δ ₀ ” of the return spring 52 is the deflection of the return spring 52 when the cam engagement portion 54b is disposed in the non-engagement guide portion P1. The bend “δ” of the return spring 52 is a bend of the return spring 52 when the cam engagement portion 54b is disposed in the engagement guide portion P2 on the front side in the rotation direction of the drive side rotating body 51. “−δ” is the deflection of the return spring 52 when the cam engagement portion 54 b is disposed in the engagement guide portion P 2 on the rear side in the rotation direction of the drive-side rotator 51. The rotational speed “N ₀ ” of the driven-side rotator 57 is determined when the intermediate plate 53 and the driven-side rotator 57 are integrated by the frictional force between the friction weight 55 and the driven-side rotator 57. This is the rotational speed of the side rotating body 57. Further, the centrifugal force “F ₁ ” of the friction weight 55 is a centrifugal force acting on the friction weight 55 when the friction weight 55 comes into contact with the driven-side rotating body 57, and “F ₀ ” This is a centrifugal force acting on the friction weight 55 when a frictional force for integrating the intermediate plate 53 and the driven side rotating body 57 is generated between the driven side rotating body 57 and the driven side rotating body 57. The friction torque “T ₁ ” is a friction torque that acts between the friction weight 55 and the driven-side rotating body 57 when the centrifugal force acting on the friction weight 55 is “F ₁ ”. The friction torque “T ₀ ” is a friction torque that acts between the friction weight 55 and the driven-side rotator 57 when the centrifugal force acting on the friction weight 55 is “F ₀ ”.

  When the load applied to the output shaft 35 is L [Nm] or more, first, as shown in FIGS. 10A and 11A, the clutch 50 is turned on as described above. The rotational driving force of the driving side rotating body 51 can be transmitted to the driven side rotating body 57 through the roller member 54. In addition, since the cam engagement portion 54 b has moved to the end of the cam groove 53 c that is the front side in the rotation direction of the drive side rotating body 51, the rotational driving force of the driving side rotating body 51 passes through the roller member 54. To the intermediate plate 53. The value L [Nm] is the magnitude of the torque acting on the return spring 52 when the cam engagement portion 54b is disposed on the engagement guide portion P2, and is 10 [mNm], for example.

  As shown in FIGS. 10B and 11B, the three friction weights 55 that rotate integrally with the intermediate plate 53 move radially outward against the urging force of the holding spring 56 by centrifugal force. To do. Then, as the centrifugal force increases, the friction weight 55 of each friction weight 55 comes into contact with the inner peripheral surface of the side wall portion 57c of the driven-side rotator 57. Further, as shown in FIG. 10C and FIG. 11C, the friction weight 55 is pressed against the side wall portion 57c by the centrifugal force acting on each friction weight 55, so that the friction surface 55a of the friction weight 55 and A frictional force is generated between the side wall 57c and the inner peripheral surface. When the intermediate plate 53 and the driven rotary body 57 are integrated with each other by the friction force (friction torque) via the friction weight 55, the intermediate plate 53 is transmitted to the intermediate plate 53 via the return spring 52 and the roller member 54. Due to the rotational driving force, the intermediate plate 53, the friction weight 55, and the driven side rotating body 57 are rotated in the same direction as the driving side rotating body 51. When a load is applied, the rotational driving force of the rotating shaft 20 is transmitted from the driving side rotating body 51 to the driven side rotating body 57 via the roller member 54 as indicated by a thick line in FIG. As a result, as shown in FIG. 1, the worm shaft 32 connected to the driven-side rotator 57 is rotated, and the rotation is decelerated by the speed reduction mechanism 34 and output from the output shaft 35. Further, as shown in FIGS. 10D and 11D, the friction weight 55 is applied to the driven side rotating body 57 engaged with the roller member 54 held by the driving side rotating body 51 in the rotation direction. When the intermediate plate 53 is integrated (held) via the load, a load is transmitted from the driven side rotating body 57 to the intermediate plate 53 via the friction weight 55. Therefore, it is possible to maintain a state in which the intermediate plate 53 rotates with a delay with respect to the drive-side rotator 51.

  When the load applied to the output shaft 35 is 0 [Nm] or more and less than L [Nm], first, as shown in FIGS. 12 (a) and 13 (a), the clutch 50 is operated as described above. By being turned on as described above, the rotational driving force of the driving side rotating body 51 can be transmitted to the driven side rotating body 57 via the roller member 54. In addition, since the cam engagement portion 54 b has moved to the end of the cam groove 53 c that is the front side in the rotation direction of the drive side rotating body 51, the rotational driving force of the driving side rotating body 51 passes through the roller member 54. To the intermediate plate 53. As shown in FIGS. 12B and 13B, the three friction weights 55 that rotate integrally with the intermediate plate 53 move radially outward against the urging force of the holding spring 56 by centrifugal force. To do. Then, as the centrifugal force increases, the friction weight 55 of each friction weight 55 comes into contact with the inner peripheral surface of the side wall portion 57c of the driven-side rotator 57. Further, when the friction weight 55 is pressed against the side wall portion 57c by the centrifugal force acting on each friction weight 55, a friction force is generated between the friction surface 55a of the friction weight 55 and the inner peripheral surface of the side wall portion 57c. . When the intermediate plate 53 and the driven rotary body 57 are integrated with each other by the friction force (friction torque) via the friction weight 55, the intermediate plate 53 is transmitted to the intermediate plate 53 via the return spring 52 and the roller member 54. Due to the rotational driving force, the intermediate plate 53, the friction weight 55, and the driven side rotating body 57 are rotated in the same direction as the driving side rotating body 51.

  On the other hand, as shown in FIGS. 12C and 13C, there is no load on the output shaft 35 side, that is, the driven side rotating body 57 side (the load on the driven side rotating body 57 is small). The intermediate plate 53 is pushed by the urging force of the return spring 52 that urges the mating convex portion 53b, and the difference in rotational angle between the drive side rotator 51 and the intermediate plate 53 is reduced. That is, the intermediate plate 53 is rotated relative to the driving side rotating body 51 in the same direction as the driving side rotating body 51. Then, as shown in FIGS. 12 (d) and 13 (d), the cam groove 53c is rotated in the same direction as the rotation direction of the driving side rotating body 51 with respect to the cam engaging portion 54b. The portion 54b is relatively moved from the engagement guide portion P2 toward the non-engagement guide portion P1 while being guided by the cam groove 53c. At the same time, since the roller member 54 is moved from the engagement position to the non-engagement position, the engagement in the rotational direction between the roller member 54 and the driven-side rotator 57 is released. However, as shown in FIGS. 12D and 19C, the driving side rotating body 51 and the intermediate plate 53 are connected in the rotational direction by the return spring 52, and the intermediate plate 53 and the driven side rotating body. 57 is connected through a friction weight 55. Therefore, the rotational driving force of the driving side rotating body 51 is transmitted in the order of the return spring 52, the intermediate plate 53, the friction weight 55, and the driven side rotating body 57, and the driven side rotating body 57 is rotated. Accordingly, the worm shaft 32 is rotated, and the rotation is decelerated by the decelerating mechanism 34 and output from the output shaft 35.

  In addition, when the vehicle is parked on a slope such that the front side is downward, the load applied to the output shaft 35 may be less than 0 [Nm]. At the time of reverse load where the load applied to the output shaft 35 is less than 0 [Nm], first, as shown in FIGS. 14A and 15A, the three friction weights 55 that rotate integrally with the intermediate plate 53 are: It moves radially outward against the urging force of the holding spring 56 by centrifugal force. Then, as the centrifugal force increases, the friction weight 55 of each friction weight 55 comes into contact with the inner peripheral surface of the side wall portion 57c of the driven-side rotator 57. Then, as shown in FIGS. 14B and 15B, the friction weight 55 is pressed against the side wall portion 57c by the centrifugal force acting on each friction weight 55, so that the friction surface 55a of the friction weight 55 and A frictional force is generated between the side wall 57c and the inner peripheral surface. When the intermediate plate 53 and the driven rotary body 57 are integrated with each other by the friction force (friction torque) via the friction weight 55, the intermediate plate 53 is transmitted to the intermediate plate 53 via the return spring 52 and the roller member 54. Due to the rotational driving force, the intermediate plate 53, the friction weight 55, and the driven side rotating body 57 are rotated in the same direction as the driving side rotating body 51.

  On the other hand, as shown in FIGS. 14 (c) and 15 (c), the driven side rotating body 57 rotates before the driving side rotating body 51, so that the driven side rotation is performed via the friction weight 55. The intermediate plate 53 integrated with the body 57 is rotated in the same direction as the rotation direction of the driving side rotating body 51 prior to the driving side rotating body 51. Along with this, the intermediate plate 53 is rotated relative to the drive-side rotator 51. Then, as shown in FIGS. 14D and 15D, the cam groove 53c is rotated in the same direction as the rotation direction of the drive side rotating body 51 with respect to the cam engaging portion 54b. Is relatively moved from the engagement guide portion P2 toward the non-engagement guide portion P1 while being guided by the cam groove 53c. As a result, since the roller member 54 is disposed at the non-engagement position, the engagement of the roller member 54 and the driven side rotating body 57 in the rotation direction is released. However, as shown in FIGS. 15D and 19D, the driving side rotating body 51 and the intermediate plate 53 are connected in the rotational direction by the return spring 52, and the intermediate plate 53 and the driven side rotating body. 57 is connected through a friction weight 55. Therefore, the rotational driving force of the driving side rotating body 51 is transmitted in the order of the return spring 52, the intermediate plate 53, the friction weight 55, and the driven side rotating body 57, but the rotational driving force of the driving side rotating body 51 is transmitted to the driven side. It acts to brake the rotation of the rotating body 57.

  When the load applied to the output shaft 35 is −L [Nm] or less during reverse load, the driven-side rotating body 57 has a load applied to the output shaft 35 greater than −L [Nm] and 0 [ Nm], the drive side rotating body 51 is rotated more greatly than the case where it is less than Nm]. Therefore, the intermediate plate 53 integrated with the driven-side rotator 57 via the friction weight 55 is rotated in the same direction as the rotation direction of the drive-side rotator 51 ahead of the drive-side rotator 51. . Then, since the intermediate plate 53 is rotated relative to the drive-side rotator 51, the cam engaging portion 54b is guided to the cam groove 53c from the state shown in FIG. 15C as shown in FIG. The drive side rotating body 51 is moved from the engagement guide portion P2 on the front side in the rotation direction to the non-engagement guide portion P1. Further, when the drive side rotating body 51 and the intermediate plate 53 are relatively rotated against the urging force of the return spring 52, the cam engaging portion 54b is guided to the cam groove 53c, and the non-engaging guide portion. Beyond P1, the drive side rotating body 51 is moved to the engagement guide portion P2 on the rear side in the rotation direction. For this reason, the roller member 54 is disposed at the engagement position and abuts on the transmission surface 57f on the rear side in the rotational direction of the driven-side rotator 57 among the pair of transmission surfaces 57f of the control recess 57e. The rotational driving force of the driving side rotating body 51 is transmitted in the order of the return spring 52, the intermediate plate 53, the friction weight 55, and the driven side rotating body 57. The rotational driving force of the driving side rotating body 51 is transmitted to the driven side. It acts to brake the rotation of the rotating body 57. At the same time, a rotational driving force that brakes the rotation is transmitted from the roller member 54 to the driven-side rotator 57 and the intermediate plate 53.

  When the automatic opening or closing operation of the sliding door 3 is completed, the motor body 12 is stopped. As shown in FIG. 17A and FIG. 18A, when the motor main body 12 is stopped, the rotational speed of the rotating shaft 20 is decreased, so that the rotational speed of the drive-side rotator 51 is decreased. Along with this, the rotational speeds of the intermediate plate 53 and the driven-side rotator 57 that have been rotated by the rotation drive force transmitted from the drive-side rotator 51 are also reduced. Then, since the centrifugal force acting on the friction weight 55 is reduced, the friction force generated between the friction weight 55 and the driven side rotating body 57 is reduced. Then, as shown in FIGS. 17B, 17C, 18B, and 18C, the friction torque generated by the frictional force between the friction weight 55 and the driven side rotating body 57 is reduced. When it is less than L [Nm], the intermediate plate 53 is in the same direction as the rotation direction of the drive-side rotator 51 with respect to the drive-side rotator 51 by the urging force of the return spring 52 that urges the engaging protrusion 53b. Relative rotation. Accordingly, the cam groove 53c is rotated in the circumferential direction of the drive side rotating body 51 with respect to the cam engagement portion 54b, so that the cam engagement portion 54b is guided from the engagement guide portion P2 while being guided by the cam groove 53c. It is relatively moved toward the non-engaging guide portion P1. Thereby, the roller member 54 is moved radially inward by the action of the cam groove 53c. Then, as shown in FIGS. 17D and 18D, when the cam engaging portion 54b is disposed in the non-engaging guide portion P1 of the cam groove 53c, the roller member 54 is moved to the drive side rotating body 51. And the driven rotating body 57 are returned to the non-engaging position where they are not engaged. Further, when the friction torque generated by the frictional force between the friction weight 55 and the driven-side rotator 57 becomes smaller than the load applied to the driven-side rotator 57, the friction weight 55 starts to slide relative to the driven-side rotator 57. The engagement between the friction weight 55 and the driven side rotating body 57 due to the frictional force is also released. The friction weight 55 is moved radially inward by the urging force of the holding spring 56 so that the friction surface 55a is separated from the driven-side rotator 57 (see a two-dot chain line in FIG. 18D). In this way, the clutch 50 is turned off. Then, as shown in FIG. 19D, the transmission of the rotational driving force from the driving side rotating body 51 to the driven side rotating body 57 is lost.

Next, characteristic effects of the present embodiment will be described.
(1) The roller member 54 is guided by the cam groove 53c and engaged with the non-engagement position by the relative movement of the roller member 54 and the cam groove 53c due to the relative rotation of the drive side rotating body 51 and the intermediate plate 53. Move between positions. As described above, the movement of the roller member 54 between the non-engagement position and the engagement position is performed in a state where the movement direction is regulated by the cam groove 53c, and therefore the roller member 54 is guided to the cam groove 53c. However, it is stably moved from the non-engagement position to the engagement position and from the engagement position to the non-engagement position. In the clutch 50 of the present embodiment, the movement of the roller member 54 to the engagement position does not depend on the centrifugal force generated by the rotation of the roller member 54. Therefore, when the motor body is driven, the roller member reciprocates between the engagement position and the non-engagement position multiple times until the roller member pops out radially outward and the clutch is turned on. No noise is generated until the clutch is turned on by the reciprocation of the roller member between the engagement position and the non-engagement position. Further, the roller member 54 moves between the non-engagement position and the engagement position while being guided by the cam groove 53c in a state where the movement in the engagement direction with respect to the intermediate plate 53 is restricted by the cam groove 53c. Shaking so as to be inclined with respect to the axial direction is suppressed. Therefore, when the driving of the motor body 12 is started and stopped, the roller member 54 is smoothly moved between the non-engagement position and the engagement position. For these reasons, in the clutch 50 of the present embodiment, an operation to turn on (that is, an operation to connect the driving side rotating body 51 and the driven side rotating body 57) and an operation to turn off (that is, the driving side rotating body 51 and the driven side). The reliability of the operation of disconnecting the rotating body 57) can be improved. Further, at the start of rotational driving of the driving side rotating body 51, the driving side rotating body 51 and the intermediate plate 53 are relatively rotated by using an inertial force acting on the intermediate plate 53. Therefore, it is not necessary to separately provide means for rotating the drive side rotating body 51 and the intermediate plate 53 in order to move the roller member 54 from the non-engagement position to the engagement position. Therefore, it can suppress that the structure of the clutch 50 is complicated.

  (2) After the roller member 54 is disposed at the engagement position based on the rotational drive of the driving side rotating body 51, the intermediate plate 53 has friction generated by the friction weight 55 being pressed against the driven side rotating body 57. The driven side rotating body 57 is held by force. When the rotational speed of the drive-side rotator 51 approaches a constant value, the inertial force due to the intermediate plate 53 does not act. Therefore, when the intermediate plate 53 is held on the driven side rotating body 57 by the frictional force generated by the friction weight 55, the load is transmitted from the driven side rotating body 57 to the intermediate plate 53 via the friction weight 55. Become. Therefore, it becomes easy to maintain the relative rotational position of the driving side rotating body 51 and the intermediate plate 53 at the relative rotational position where the roller member 54 is disposed at the engaging position. As a result, the state in which the roller member 54 is disposed at the engagement position can be stably maintained, and transmission of the rotational driving force from the driving side rotating body 51 to the driven side rotating body 57 via the roller member 54 can be performed. Done well.

  (3) The friction weight 55 is held by the intermediate plate 53 and generates a frictional force with the driven side rotating body 57. As described above, the intermediate plate 53 can be easily held with respect to the driven-side rotating body 57 by using the frictional force by the friction weight 55.

  (4) When the friction weight 55 rotates integrally with the intermediate plate 53, the friction weight 55 is pressed against the driven rotating body 57 by the centrifugal force acting on the friction weight 55 to generate a friction force. Therefore, the intermediate plate 53 can be held with respect to the driven side rotating body 57 only when the driving side rotating body 51 is rotationally driven. Therefore, when the driving side rotating body 51 is stopped, that is, when the clutch 50 is turned off, the intermediate plate 53 and the driven side rotating body 57 are suppressed from being connected.

  (5) When the clutch 50 is off, the friction weight 55 is urged radially inward by the holding spring 56 and pressed against the contact surface 53 g of the intermediate plate 53. Therefore, since the position of the friction weight 55 is stabilized, rattling of the friction weight 55 is suppressed. As a result, the generation of noise due to the rattling of the friction weight 55 can be suppressed. Further, the biasing force of the holding spring 56 makes it easy to break the contact between the friction weight 55 and the driven side rotating body 57 when the clutch 50 is off. Further, during the period from when the rotational driving of the driving side rotating body 51 is started until the roller member 54 comes into contact with the transmission surface 57f (that is, during the operation of turning on the clutch 50), the friction weight 55 and Generation of a frictional force between the driven side rotating body 57 and the driven side rotating body 57 is suppressed. Therefore, the certainty of the operation to be turned on in the clutch 50 can be further improved.

  (6) The motor 11 used as a drive source of the sliding door opening / closing device 1 is provided with a clutch 50 with improved reliability of the turning-on operation and the turning-off operation. In the motor 11, when the driving of the motor body 12 is started, the rotational driving force is quickly transmitted from the rotating shaft 20 to the worm shaft 32, while when the motor body 12 is stopped, the rotating shaft 20 and the worm shaft 32 are Due to this disconnection, rotation from the worm shaft 32 side becomes easy. In general, the slide door opening and closing device 1 that automatically opens and closes the slide door 3 of the vehicle by the driving force of the motor 11 is required to be configured so that the slide door 3 can be manually opened and closed. Therefore, it can be set as the structure which can open and close the slide door 3 manually by using such a motor 11 as a drive source. In addition, when the motor body 12 is driven based on a command to automatically open and close the slide door 3, the rotary shaft 20 and the worm shaft 32 are quickly connected by the clutch 50. Start is smooth.

  (7) At the time of reverse load, the rotational driving force of the drive side rotating body 51 acts to brake the rotation of the driven side rotating body 57. Therefore, it is possible to suppress the opening / closing speed of the sliding door 3 from becoming higher than a desired speed during the automatic opening / closing operation of the sliding door 3.

  (8) When the drive-side rotator 51 is driven to rotate, the roller member 54 moves to the radially outer engagement position to connect the drive-side rotator 51 and the driven-side rotator 57. . Therefore, in order to transmit the rotational driving force (rotational torque) as compared with the case where the engagement position is radially inward of the non-engagement position, the driving side rotating body 51, the roller member 54, and the driven side rotating body 57 are transmitted. For example, the load applied to the parts constituting the clutch 50 is reduced. Therefore, the components constituting the clutch 50 can be reduced in size, and the clutch 50 can be reduced in size by reducing the size of the components constituting the clutch 50.

  (9) The clamping portion 54a of the roller member 54 is inserted into a control groove 51g formed in the driving side rotating body 51 that is rotated relative to the intermediate plate 53 having the cam groove 53c. The control groove 51g allows and guides the radial movement of the clamping part 54a with respect to the driving-side rotator 51, and restricts the circumferential movement of the clamping part 54a with respect to the driving-side rotator 51. Therefore, rattling of the roller member 54 is further suppressed, so that the cam mechanism of the cam groove 53c and the cam engaging portion 54b is favorably operated during the relative rotation of the drive side rotating body 51 and the intermediate plate 53. Become so. Accordingly, the roller member 54 is stably moved from the non-engagement position to the engagement position and from the engagement position to the non-engagement position in accordance with the relative rotation of the drive side rotating body 51 and the intermediate plate 53. .

  (10) When the motor main body 12 is stopped, the intermediate plate 53 is rotated by the urging force of the return spring 52. Therefore, the driving side rotating body 51 for moving the roller member 54 from the engaged position to the non-engaged position. And the intermediate plate 53 are easily rotated relative to each other. Therefore, the reliability of the operation of turning off the clutch 50 is further improved.

  (11) Since the driving side rotating body 51 and the intermediate plate 53 are connected via the return spring 52, the driving side rotating body 51 and the intermediate plate 53 are brought into a predetermined relative rotational position by the urging force of the return spring 52. Can be easily maintained. When the motor main body 12 is stopped, that is, when the clutch 50 is turned off, the driving-side rotating body 51 and the intermediate plate 53 can be maintained at a constant relative rotational position, so that the roller member 54 is disposed at the non-engagement position. Can be maintained. Accordingly, it is possible to prevent the clutch 50 from being inadvertently turned on when the motor body 12 is stopped.

  (12) The return spring 52 is accommodated in a spring accommodating portion 51e formed by recessing the driving side rotating body 51 in the axial direction. Therefore, the clutch 50 can be reduced in size compared with the case where a space for arranging the return spring 52 is provided separately.

  (13) The clutch 50 is disposed in the motor 11 before the rotational driving force of the rotary shaft 20 is decelerated by the speed reduction mechanism 34. Therefore, the load applied to each component constituting the clutch 50 can be kept small, and the clutch 50 can be downsized. Therefore, the motor 11 including the clutch 50 can be downsized. The miniaturized motor 11 can be easily installed in a small arrangement space such as the inside of the slide door 3.

  (14) The friction weight 55 not only generates a frictional force for holding the intermediate plate 53 between the driven-side rotator 51 and the driven-side rotator 57 when the drive-side rotator 51 is driven to rotate, but also rotates the drive-side rotator 51. It is also a weight having a weight for generating an inertial force that acts on the intermediate plate 53 at the start of driving. Therefore, the number of parts can be reduced as compared with the case where a member that generates a frictional force with the driven-side rotating body 57 and a member that generates an inertial force on the intermediate plate 53 are provided separately. Can do. Further, by disposing the friction weight 55 on the intermediate plate 53, it is possible to easily generate an inertial force on the intermediate plate 53 at the start of the rotational drive of the drive side rotating body 51.

  (15) When the drive side rotator 51 is driven to rotate, the friction weight 55 held by the intermediate plate 53 comes into contact with the driven side rotator 57 in a state where a frictional force is generated. Therefore, at the time of loading, not only the rotational driving force of the driving side rotating body 51 is transmitted from the roller member 54 to the driven side rotating body 57 but also transmitted to the driven side rotating body 57 via the intermediate plate 53 and the friction weight 55. can do. Therefore, since the load applied to the roller member 54 at the time of load can be reduced, the strength of the roller member 54 can be reduced. As a result, the cost for the roller member 54 can be reduced.

In addition, you may change embodiment of this invention as follows.
In the above embodiment, the present invention has been described by taking the slide door opening / closing device 1 for automatically opening / closing the slide door 3 that opens / closes the entrance / exit 2a provided on the side of the vehicle body 2 as an example. However, if the door opening and closing device automatically opens and closes the door using the motor 11 as a driving source, the present invention is applied to a device that opens and closes doors other than the slide door 3 arranged on the side of the vehicle body 2. May be. For example, the present invention may be applied to a back door opening and closing device that automatically opens and closes a back door that opens and closes an opening provided at the rear of the vehicle by the driving force of the motor 11. The motor 11 of the above embodiment is not limited to the door opening / closing device, and transmits the rotational driving force of the rotary shaft 20 to a load connected to the output shaft 35, while allowing the output shaft 35 to rotate from the load side. It may be used in the device.

  In the above embodiment, the clutch 50 is provided in the motor 11. However, the clutch 50 may be used in addition to the motor 11 to operate so as to connect / disconnect the drive shaft and the driven shaft arranged on the same axis.

-You may set an engagement position to radial inside rather than a non-engagement position.
In the above embodiment, the return spring 52 is a compression coil spring. However, the return spring 52 may be a spring other than the compression coil spring as long as the engagement convex portion 53b can be biased in the spring accommodating portion 51e.

  In the above-described embodiment, the friction weight 55 not only generates a frictional force for holding the intermediate plate 53 between the driven-side rotating body 57 and the driven-side rotating body 57 when the driving-side rotating body 51 is driven to rotate. It is also a weight having a weight for generating an inertial force acting on the intermediate plate 53 at the start of the rotational driving of 51. However, the member that generates the frictional force between the driven side rotating body 57 and the member that generates the inertial force on the intermediate plate 53 may be provided separately.

  In the above embodiment, the holding spring 56 is a compression coil spring. However, the holding spring 56 may be a spring other than the compression coil spring. For example, the holding spring 56 may be a tension coil spring. In this case, the holding spring 56 is disposed between the friction weight 55 and the contact surface 53g and biases the friction weight 55 radially inward. Further, the clutch 50 may be configured without the holding spring 56.

  In the above embodiment, when the driving side rotating body 51 is driven to rotate, the intermediate plate 53 is held against the driven side rotating body 57 by the frictional force generated between the friction weight 55 and the driven side rotating body 57. . However, the holding force generating means for generating the holding force for holding the intermediate plate 53 with respect to the driven side rotating body 57, that is, the holding force for integrating the intermediate plate 53 and the driven side rotating body 57, is: The friction weight 55 is not limited. For example, the intermediate plate 53 is held by the intermediate plate 53 and moves radially outward when the driving side rotating body 51 is driven to rotate, thereby rotating the intermediate plate 53 and the driven side rotating body 57 by engaging with the driven side rotating body 57. It may be a member that engages in the direction.

  In the above embodiment, the friction weight 55 is disposed on the intermediate plate 53 in order to generate an inertial force that acts on the intermediate plate 53 at the start of the rotational drive of the drive-side rotator 51. However, the friction weight 55 may be omitted if an inertial force that causes the intermediate plate 53 to rotate with a delay with respect to the driving side rotating body 51 can be generated at the start of the rotational driving of the driving side rotating body 51. .

  -The shape of the cam groove 53c is not restricted to the shape of the said embodiment. Any shape that can guide the roller member 54 from the non-engagement position to the engagement position and from the engagement position to the non-engagement position in accordance with the relative rotation of the drive-side rotator 51 and the intermediate plate 53 is acceptable. . For example, the cam groove 53c may have a circular arc shape whose shape viewed from the axial direction opens outward in the radial direction.

  In the above-described embodiment, the cam groove 53c is arranged at the engagement position by moving the roller member 54 radially outward in accordance with the relative rotation of the drive-side rotator 51 and the intermediate plate 53. And move to the disengaged position. However, the cam groove is formed so that the roller member 54 is moved along the axial direction in accordance with the relative rotation of the drive-side rotator 51 and the intermediate plate 53 and is arranged at the non-engagement position or the non-engagement position. May be.

  In the above embodiment, the cam groove 53 c is formed in the intermediate plate 53, but the cam groove 53 c may be formed in the drive side rotating body 51. In this case, a control groove 51g may be formed in the intermediate plate 53.

  The number of roller members 54, the number of control recesses 57e, the number of return springs 52, and the number of friction weights 55 may be changed as appropriate. It is sufficient that at least one of these parts is provided in the clutch 50.

  In the above embodiment, the driving side rotating body 51 is formed separately from the rotating shaft 20, but may be formed integrally. Further, the driven side rotating body 57 may be formed integrally with the worm shaft 32.

Next, a technical idea that can be grasped from the above embodiment and another example will be added below.
(B) pre-Symbol friction member, you being a weight having a weight for generating the inertial force acting on the intermediate rotor at the start of the rotation of the driving side rotational member. According to the present invention, the number of parts can be reduced as compared with the case where a member that generates a frictional force between the driven rotating body and a member that generates an inertial force in the intermediate rotating body is provided separately. Can be reduced.

(B) the previous SL drive side rotating body and the intermediate rotating body via the urging means for holding said with the driving side rotational member intermediate rotor in a predetermined relative rotational position is connected, the biasing means When the drive-side rotator is stopped, the drive-side rotator and the oscillating force are guided by the biasing force to guide the power transmission member along the cam groove from the engagement position to the non-engagement position. it characterized by causing relative rotation of the intermediate rotating body. According to this invention, when the driving side rotating body is stopped, the driving side rotating body and the intermediate plate for moving the power transmission member from the engaging position to the non-engaging position by the biasing force of the biasing means. Relative rotation is easily performed. Therefore, the reliability of the operation of turning off the clutch is further improved.

(C) before SL driving-side rotator and the intermediate rotating body, the outer peripheral edge while being disposed inside the driven side rotating member is opposed to the driven side rotating body and the radial direction, and the power transmitting member, At least a portion is disposed between the driving side rotating body and the intermediate rotating body in the radial direction and the driven side rotating body, and the engagement position is radially outside the non-engagement position. It shall be the. According to this invention, when rotated from the drive side rotator, the power transmission member moves radially outward to connect the drive side rotator and the driven side rotator. Therefore, compared with the case where the engagement position is radially inward from the non-engagement position, a clutch including the drive-side rotator, the power transmission member, and the driven-side rotator is configured to transmit the rotational driving force. The load applied to the parts is reduced. Therefore, it is possible to reduce the size of the components constituting the clutch, and the size of the clutch can be reduced by reducing the size of the components constituting the clutch.

  2 ... A doorway as an opening, 3 ... A sliding door as a door, 11 ... A motor, 12 ... A motor body, 20 ... A rotating shaft as a driving shaft, 32 ... A worm shaft as a driven shaft, 34 ... A reduction mechanism, 50 ... Clutch, 51... Driving side rotating body, 51 g... Control groove as holding part, 53... Intermediate plate as intermediate rotating body, 53 c .. cam groove, 54 ... roller member as power transmission member, 55. Friction weight as a friction member, 56... Holding spring, 57.

Claims (6)

Provided between the drive shaft and the driven shaft, the drive shaft and the driven shaft are connected when driven from the drive shaft side, and the driven shaft is disconnected from the drive shaft when the drive shaft is not driven A clutch that operates as follows:
A drive-side rotator provided so as to be integrally rotatable with the drive shaft;
A driven-side rotator provided to be rotatable integrally with the driven shaft;
An intermediate rotator that is relatively rotatable with the drive-side rotator;
It moves between a non-engagement position where the drive-side rotator and the driven-side rotator are not engaged in the rotation direction and an engagement position where the drive-side rotator and the driven-side rotator are engaged in the rotation direction. A power transmission member,
Either one of the drive-side rotator and the intermediate rotator has a holding portion that holds the power transmission member so as to allow movement between the non-engagement position and the engagement position, The other of the drive-side rotator and the intermediate rotator is inserted with the power transmission member, and when the drive-side rotator is rotationally driven, the power is generated by relative rotation of the drive-side rotator with respect to the intermediate rotator. While the transmission member is guided from the non-engagement position to the engagement position, when the driving side rotating body is stopped, the power transmission member is engaged by the relative rotation of the driving side rotating body and the intermediate rotating body. A cam groove for guiding from a position to the disengaged position;
At the start of the rotational drive of the drive-side rotator, the drive-side rotator and the intermediate rotator are rotated by the intermediate rotator being delayed from the drive-side rotator by an inertial force acting on the intermediate rotator. And relative rotation ,
A rotational driving force of the driving side rotating body is transmitted to the intermediate rotating body via the power transmission member,
After the power transmission member is disposed at the engagement position based on the rotational drive of the drive side rotator, a frictional force is generated as a holding force for holding the intermediate rotator against the driven side rotator. A friction member,
The friction member is held by the intermediate rotator, and the friction member is placed between the intermediate rotator and the driven-side rotator by centrifugal force acting when the intermediate rotator rotates. clutch according to claim Rukoto is movable to a position for generating the frictional force. The clutch according to claim 1, wherein
The clutch is characterized in that the friction member is a weight having a weight for generating the inertial force that acts on the intermediate rotating body when the driving side rotating body starts to rotate. In the clutch according to claim 1 or 2 ,
The drive-side rotator and the intermediate rotator are arranged inside the driven-side rotator and the outer peripheral edge thereof is radially opposed to the driven-side rotator,
The friction member is disposed on the inner side of the driven-side rotator, is opposed to the driven-side rotator in the radial direction, and can rotate integrally with the intermediate rotator, and acts as a centrifugal force when the intermediate rotator rotates. The clutch is pressed against the driven-side rotator to generate the frictional force with the driven-side rotator. The clutch according to claim 3 ,
A clutch comprising a holding spring that urges the friction member radially inward. A motor body having the drive shaft that is rotationally driven;
A speed reduction mechanism that is arranged coaxially with the drive shaft and has the driven shaft that is rotated by the rotational drive force of the drive shaft and decelerates and outputs the rotational drive force of the drive shaft;
The motor provided with the clutch of any one of Claim 1 thru | or 4 arrange | positioned between the said drive shaft and the said driven shaft. A vehicle door opening and closing device configured to open and close a door for opening and closing an opening provided in a vehicle by using the motor according to claim 5 as a drive source,
When a command to automatically open and close the door is generated, the drive shaft is connected to the driven shaft by the clutch and the door is automatically opened and closed while the motor main body is driven. Thus, the driven shaft is disconnected from the drive shaft to reduce the operating load when the door is manually opened and closed.