JP3120291B2 - Thrust washer mounting structure for clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch outer made of a light alloy and an iron gear connected to each other via a damper so as to be slightly rotatable relative to each other, and an iron thrust washer is provided on a surface facing the clutch outer and the gear. The present invention relates to a thrust washer mounting structure for an interposed clutch.

[0002]

2. Description of the Related Art Generally, a transmission clutch for a vehicle has an iron primary driven gear coaxially coupled to an aluminum alloy clutch outer to which a driving force is input, and the primary driven gear is provided on a crankshaft of an internal combustion engine. It is meshed with the drive gear. Since a damper composed of a coil spring is interposed between the clutch outer and the primary driven gear to absorb a shock at the time of clutch engagement, the two are slightly rotated relative to each other and are in sliding contact with each other. If the light alloy clutch outer and the iron primary driven gear are in direct sliding contact with each other, galling occurs on the sliding surfaces and the characteristics of the damper become unstable, so the iron thrust washers are attached to both sliding surfaces. The occurrence of the galling is prevented by interposing
-231227, JP-A-61-59023).

[0003]

However, since the conventional clutch thrust washer is not fixed to the clutch outer or the primary driven gear, the iron thrust washer and the light alloy clutch outer come into sliding contact with each other, and the sliding motion occurs. There was a problem that galling occurred on the surface and the characteristics of the damper of the clutch became unstable.

The present invention has been made in view of the above circumstances, and has as its object to prevent galling of the sliding surface of a light alloy clutch outer to stabilize the characteristics of a damper.

[0005]

In order to achieve the above object, a thrust washer mounting structure for a clutch according to the present invention comprises:
The clutch outer made of light alloy and the iron of the gear, the mutual
An iron thrust washer is provided between the clutch outer and the gear so as to make sliding contact with the gear between the clutch outer and the gear through a plurality of dampers arranged in parallel along the circumferential direction between the clutch outer and the gear . Some dampers
And the other adjacent to the circumferentially spaced
At an intermediate position between the gear and the clutch outer gear.
A boss portion that loosely fits into an opening formed in the gear,
Projecting a plurality of projections located around the boss portion;
At the tip of the boss, a retainer pin penetrating the boss
A retainer for holding the damper is fixed, and the protrusion is
The outer periphery of the thrust washer is engaged so that it cannot rotate relatively.
The thrust washer between the retainer and the gear.
A pusher for pressing the gear against the clutch outer with the
The first feature is that the wire is interposed .

Further, in the clutch thrust washer mounting structure of the present invention, a light alloy clutch outer and an iron gear are connected to each other via a damper so as to be slightly rotatable relative to each other. Wherein the first thrust washer is fixed to the clutch outer, the second thrust washer is fixed to the gear, and the two thrust washers are slidably contacted with each other. This is the second feature.

[0007]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 9 show a first embodiment of the present invention. FIG. 1 is an overall side view of a motorcycle, FIG. 2 is an overall side view of an internal combustion engine, and FIG. 3 is 3-3 in FIG. Line section map,
4 is an enlarged view of part 4 of FIG. 3, FIG. 5 is an enlarged view of part 5 of FIG. 3, FIG. 6 is an enlarged view of part 6 of FIG. 3, FIG. 7 is an enlarged view of part 7 of FIG.
8 is a sectional view taken along line 8-8 in FIG. 7, and FIG. 9 is a sectional view taken along line 9-9 in FIG.

As shown in FIG. 1, the motorcycle V includes a pair of left and right main frames 1, and a front fork 3 is supported on a head pipe 2 connected to a front end of the main frame 1. The front wheel W is located at the lower end of the front fork 3
f is pivotally supported, and a steering handle 4 is provided at its upper end.
Is provided. Pivot 5 at rear end of main frame 1
A rear fork 6 is pivotally supported at the rear end of the rear fork 6 so as to be swingable up and down.

A V-type four-cylinder four-cycle internal combustion engine E is suspended and supported below the main frame 1, and the driving force of the internal combustion engine E is transmitted to the rear wheel Wr via a chain 7. An upper radiator 8 and a lower radiator 9 are provided at the front of the internal combustion engine E. Also mainframe 1
The fuel tank 10 is mounted on the upper part of the main frame 1 and the cross member 1 connects the rear end of the main frame 1 to the left and right.
1 on the seat frame 12 extending rearward from the seat 1
3 is supported. Internal combustion engine E from the front of the head pipe 2
Is covered with a front cowling 14, and a portion from the lower portion of the fuel tank 8 to the rear of the seat 11 is covered with a rear cowling 15.

As shown in FIG. 2, the internal combustion engine E includes an upper case 21 forming a cylinder block and an upper half of a crankcase, and a lower case 22 forming a lower half of a crankcase and a transmission case. The reference numerals 21 and 22 are vertically joined by a split surface inclined forward and downward through the axis of the crankshaft 23. Two cylinder sleeves 24 on the front side are fitted to the front part of the upper case 21, and two cylinder sleeves 24 on the rear side are fitted to the rear part. The head 25 and the head cover 26 are joined. An elliptical piston 27 described later is slidably fitted to the cylinder sleeve 24, and each piston 27 is provided with two connecting rods 2 respectively.
8 is connected to the crankshaft 23.

The cylinder head 25 has an intake port 2
9 and an exhaust port 30 are formed, and the intake port 29 is connected to a throttle body 31 disposed between V banks of the internal combustion engine E. An oil pan 32 and an oil element 3 are provided on the lower and front surfaces of the lower case 22, respectively.
A water pump 34, a speed detector 35 for a speedometer,
Also, a clutch master cylinder 36 described later is provided. An oil pump (not shown) is provided coaxially with the water pump 34.

[0013] The upper bracket 1 ₁ to the main frame 1, the middle bracket _2, and a lower bracket 1 ₃ are provided, the upper case 21 to the upper bracket 1 ₁
Stay 21 ₁ formed in a central portion of the central bracket 1
₂ is a stay 22 formed at the rear of the lower case 22.
_1, the bottom bracket 1 ₃ the lower of the lower case 22 are fixed with each bolt 37, 38 and 39, thereby the engine E is supported by suspension on the main frame 1.

Next, the structure of the internal combustion engine E will be described with reference to FIGS.

The journal portion of the crankshaft 23 is supported by five journal metals 41 disposed on the split surfaces of the upper case 21 and the lower case 22. Each of the four crank pins has two connecting rods. 28 large end is connecting rod metal 4
2 are connected. An AC generator 43 is mounted on the left end of the crankshaft 23, and the outside thereof is covered with a cover 44.

The lower case by the ball bearing 45 and a ball bearing 46 provided in the partition wall 22 ₂ which is supported inside of the lower case 22 provided on 22 the main shaft 47 of the transmission is supported, at its rear lower case 22
Counter shaft 50 is supported in parallel by the ball bearing 48 and the ball bearing 49 provided in the partition wall 22 ₂ which is provided on. A wet multi-plate clutch 51 is provided at the right end of the main shaft 47, and its outside is covered by a cover 52. Thus, the cover 52 from the right side of the lower case 22, clutch 51, and by removing the partition wall 22 ₂ can be detached from the right side opening of the lower case 22 are collectively mission including the main shaft 47 and the counter shaft 50 .

A primary drive gear 53 fixed to the right end of the crankshaft 23 meshes with a primary driven gear 54 rotatably supported on a main shaft 47, and a clutch outer 55 of the clutch 51 is provided with a damper 56 on the primary driven gear 54. Connected via. The clutch outer 5 is provided on the main shaft 47.
5, two clutch inners 57,
A one-way clutch 59 is mounted on one of the clutch inners 58 so as to buffer a shock when the engine brake is operated.

A plurality of drive-side friction plates 60 slidably supported by the clutch outer 56 and a plurality of driven-side friction plates 61 slidably supported by the clutch inners 57 and 58 are superposed in the axial direction, and the outer ends thereof are provided. The pressure plate 62
Is arranged. The base end of the pressure plate 62 is connected via a ball bearing 64 to a push rod 63 slidably inserted into the inside of the main shaft 47, and the diaphragm spring 65 engages in the downward direction in FIG. Biased in the direction. Therefore, if the master cylinder 36 presses the push rod 63 in the upward direction in FIG. 6 against the urging force of the diaphragm spring 65, the surface pressure of the driving-side friction plate 60 and the driven-side friction plate 61 by the pressure plate 62 is increased. Disappears and the engagement of the clutch 51 is released.

Main shaft 47 and counter shaft 5
0 between the gear train G ₁ ~G ₆ of 1 to sixth speed is provided in a desired shift stage by three shift forks 66, 67, 68 driven by a shift drum (not shown) is selectively established Is done. A driving sprocket 69 around which the chain 7 for driving the rear wheel Wr is wound is provided at the left end of the counter shaft 50, and the rotation speed detector 36 is coaxially connected outside the driving sprocket 69.

A piston 27 slidably fitted to the left and right cylinder sleeves 24 has an elliptical shape whose major axis extends in the left-right direction, and a combustion defined by the top surface of the piston 27 and the cylinder head 25. Two plugs 71 and four intake valves 72 and exhaust valves 73 each face the chamber 70. The intake valve 72 and the exhaust valve 73 are provided with a valve spring 74 and a valve lifter 75, and an intake cam 77 provided on the intake camshaft 76 and an exhaust cam 79 provided on the exhaust camshaft 78 correspond respectively. It comes into contact with the valve lifter 75.

The intake-side cam gear 80 and the exhaust-side cam gear 81 provided at the right end of the intake-side cam shaft 76 and the exhaust-side cam shaft 78 correspond to idle gears 82, 8 respectively.
3 and a cam drive gear 85 provided on the crankshaft 23 via a common idle gear 84, and the two camshafts 76 and 78
Rotate at one-half speed.

As shown in FIGS. 7 to 9, an iron primary driven gear 54 is rotatably supported by a sleeve 101 fitted and fixed to the outer periphery of the main shaft 47 via a needle bearing 102. The primary driven gear 54 the inner peripheral surface of the clutch outer 55 made of aluminum alloy is relatively rotatably supported on the step portion 54 ₁ formed on. Some of the dampers 56 and the gears in the circumferential direction
Intermediate position with another damper 56 adjacent at a distance
Then, the side surface of the clutch outer 55 (that is, the primary
Between the gear 54 and the gear 54).
Boss three respectively loosely fitted into the opening ₅₄₂ of which is formed by the interval
And parts 55 _1, the periphery of the boss portion 55 ₁ of the stepped portion 54 ₁ nearer
A plurality of projections 55 ₃ positioned is protruded. Each boss 5
5 ₁ of the tip, ring-shaped retainer 103, the boss
The part 55 ₁ is secured by a retainer pin 104 that penetrates.
Is further formed six damper supporting hole 54 ₃ is the primary driven gear 54, the damper 56 made of six coil springs to be fitted respectively in those dampers supporting hole 54 _3, the recess 55 ₂ formed in the clutch outer 55
And retainer 103.

An iron thrust washer 105 surface-treated with MoS ₂ is interposed between the clutch outer 55 and the primary driven gear 54.
05 clutch outer 55 to the six holes 105 ₁ formed in
Six projections 55 ₃ formed is engaged in a relatively non-rotatable manner. Two disc springs 106 are mounted between the retainer 103 and the primary driven gear 54, and the thrust washer 105 moves the primary driven gear 5
4 and the clutch outer 55.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

When the pressure plate 62 of the clutch 51 is pressed in the upward direction in FIG. 7 through the bush rod 63 by supplying the pressure oil to the master cylinder 36, the drive side friction plate 60 supported by the clutch outer 55 and the clutch inner The surface pressure between the driven friction plates 61 supported by 57 and 58 disappears, and the engagement of the clutch 51 is released. At this time, the driving force transmitted from the primary drive gear 53 of the crankshaft 23 to the primary driven gear 54 is transmitted to the clutch outer 55 via the damper 56, but the load is applied to the clutch outer 55 separated from the clutch inners 57 and 58. Does not act, no relative rotation occurs between the clutch outer 55 and the primary driven gear 54.

When the master cylinder 36 is deactivated and the clutch 51 is engaged by the resilient force of the diaphragm spring 65, the clutch inner 57, 58 receives the clutch via the driven-side friction plate 61 and the drive-side friction plate 60. The load is transmitted to outer 55. Then, the clutch outer 55
The primary driven gear 54 and the primary driven gear 54 slightly rotate relative to each other while compressing the damper 56, thereby absorbing a shock caused by the engagement of the clutch 51. At this time, as apparent from FIG. 9, the clutch outer 55 and the primary driven gear 54
The thrust washer 105 interposed between the projections 55 ₃
And because it is integrally fixed to the clutch outer 55 by engaging the holes 105 _1, iron thrust washer 105 without sliding contact with the clutch outer 55 made of aluminum alloy, sliding contact with the iron of the primary driven gear 54. As a result, the occurrence of galling on the sliding surface of the clutch outer 55 made of an aluminum alloy is prevented from changing the coefficient of friction, so that the stable characteristics of the damper 56 can be maintained.

FIG. 10 shows a second embodiment of the present invention. In this embodiment, the first thrust washer 10 made of iron is used.
7 Like a second thrust washer 108 made of iron, together with the first thrust washer 107 is fixed to the clutch outer 55 by engaging the holes 107 ₁ the projection 55 ₃ of the clutch outer 55, the The second thrust washer 108 is fixed to the primary driven gear 54 with a pin 109. Thereby, the clutch 51
The first thrust washer 10 made of iron
7 and the second thrust washer 108 are in slidable contact with each other, and it is possible to prevent galling of the clutch outer 55 made of an aluminum alloy. Moreover, both thrust washers 107 and 10
By appropriately selecting the material of No. 8, the friction coefficient of the sliding surface can be freely set.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various small design changes can be made without departing from the present invention described in the appended claims. It is possible to do.

For example, the present invention is not limited to clutches for shifting gears of automobiles, but is also applicable to clutches for other uses.

[0030]

As described above, according to the first aspect of the present invention, the iron thrust washer interposed between the light alloy clutch outer and the iron gear is fixed to the clutch outer. Even if the clutch outer and gear rotate relative to each other, the relative rotation is absorbed by the sliding between the iron gear and the iron thrust washer, thereby preventing galling of the light alloy clutch outer. . As a result, the friction resistance between the clutch outer and the gear can be kept constant, and the characteristics of the damper can be stabilized.

In particular, some of the dampers and the gear circumference
An intermediate position between the other dampers adjacent at intervals in the direction
On the surface of the clutch outer facing the gear,
A boss portion that fits loosely into the formed opening and a position around the boss portion
And a plurality of projections projecting from the boss,
Retainer for damper retention with retainer pin
And the outer periphery of the thrust washer
Engage the motor so that it cannot rotate relative to the gear.
Push the gear to the clutch outer with the last washer in between.
Because of the interposed spring attached, mainly sliding and wear resistance
Thrust washers that require high elasticity
The springs that are independent of each other
Material selection can be made, so design freedom
The degree increases. In addition, the above-mentioned spring is
Made to receive via retainer instead of directly at Uta
As a result, scratches due to the contact of the clutch outer with the spring
Galling can be avoided. Also secure the retainer
Around the boss and thrust washer
Stop projections are formed at intermediate positions between adjacent dampers
Efficiently use dead space and arrange without difficulty
The clutch can be made as small as possible in the radial direction.
This can contribute to cost reduction and weight reduction. Further above
Use dead space to prevent rotation as much as possible in the radial direction
Thrust washers can be relatively
The rotation can be reliably stopped with a small force. Furthermore
The retainer for holding the damper is a spring receiving means for the spring.
Since it is also used for
It can contribute to strike savings.

According to the second feature of the present invention, since the thrust washers are fixed to the light alloy clutch outer and the iron gear, respectively, even if the clutch outer and the gear rotate relative to each other by the action of the damper, the thrust washer is fixed. The relative rotation is absorbed by the sliding between the two iron thrust washers, and the occurrence of galling on the light alloy clutch outer is prevented. As a result, the friction resistance between the clutch outer and the gear can be kept constant, and the characteristics of the damper can be stabilized. The friction coefficient of the sliding portion can be freely adjusted by appropriately selecting the materials of both thrust washers.

[Brief description of the drawings]

FIG. 1 is an overall side view of a motorcycle.

FIG. 2 is an overall side view of the internal combustion engine.

FIG. 3 is a map of a sectional view taken along line 3-3 in FIG. 2;

FIG. 4 is an enlarged view of part 4 of FIG.

FIG. 5 is an enlarged view of part 5 of FIG.

FIG. 6 is an enlarged view of part 6 of FIG.

FIG. 7 is an enlarged view of part 7 of FIG.

8 is a sectional view taken along line 8-8 in FIG. 7;

9 is a sectional view taken along line 9-9 in FIG.

FIG. 10 is a view corresponding to FIG. 9 of the second embodiment.

[Explanation of symbols]

54 ----- primary driven gear (gear) 54 ₂ .... opening 55 ----- clutch outer 55 ₁ ... boss portion 55 ₃ ... projection 56 ----- damper 103, ··· Retainer 104 ··· Retainer pin 105 ··· Thrust washer 106 ··· Disc spring (spring) 107 ··· Thrust washer 108 ··· Thrust washer

Continuation of the front page (56) References JP-A-61-59023 (JP, A) JP-A-59-231227 (JP, A) JP-A-61-79030 (JP, U) JP-A-3-49430 (JP) , U) Japanese Utility Model Showa 62-166361 (JP, U) Japanese Utility Model Showa 58-89426 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 55/14 F16D 13/52 F16F 15/123

Claims (2)

(57) [Claims] A clutch outer (55) made of a light alloy and a gear (54) made of an iron are arranged between them in the circumferential direction thereof.
A plurality of dampers (56) arranged side by side along a line so as to be relatively rotatable relative to each other, and the clutch outer (55)
And between the gear (54), said circumferential in clutch interposed iron <br/> made thrust washer to slide on the gear (54) (105), and to this part of the damper (56) Spacing in the direction
At an intermediate position with another adjacent damper (56),
Surface of the clutch outer (55) facing the gear (54)
Has a loose fit into an opening (54 ₂ ) formed in the gear (54).
Boss portion (55 ₁ ) and the periphery of the boss portion (55 ₁ )
A plurality of projections (55 ₃ ) are provided so as to project, and the boss portion is provided.
The tip (55 ₁₎ extends through the boss portion (55 ₁₎
Retainer for retaining damper by retainer pin (104)
(103), and the protrusion (55 ₃ ) is
The outer periphery of the last washer (105) is locked so that it cannot rotate relatively.
Between the retainer (103) and the gear (54).
The thrust washer (105) is interposed between the gears.
(54) against the clutch outer (55).
A thrust washer mounting structure for a clutch, wherein a thrust washer is interposed . 2. A clutch outer (55) made of a light alloy and a gear (54) made of iron are connected to each other via a damper (56) so as to be slightly rotatable relative to each other. The iron thrust washer (10
7, 108), a first thrust washer (107) is fixed to the clutch outer (55) and a second thrust washer (107) is fixed to the gear (54).
Characterized in that the thrust washer (108) is fixed and the two thrust washers (107, 108) are slid on each other.