CN114364897B - Clutch device - Google Patents
Clutch device Download PDFInfo
- Publication number
- CN114364897B CN114364897B CN202080064105.7A CN202080064105A CN114364897B CN 114364897 B CN114364897 B CN 114364897B CN 202080064105 A CN202080064105 A CN 202080064105A CN 114364897 B CN114364897 B CN 114364897B
- Authority
- CN
- China
- Prior art keywords
- friction plate
- damper
- clutch
- damper friction
- rotary body
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Links
- 230000007246 mechanism Effects 0.000 claims abstract description 34
- 238000013016 damping Methods 0.000 claims abstract description 8
- 230000008878 coupling Effects 0.000 claims description 22
- 238000010168 coupling process Methods 0.000 claims description 22
- 238000005859 coupling reaction Methods 0.000 claims description 22
- 239000000314 lubricant Substances 0.000 claims description 20
- 230000000149 penetrating effect Effects 0.000 description 16
- 230000002093 peripheral effect Effects 0.000 description 16
- 239000010687 lubricating oil Substances 0.000 description 10
- 230000005540 biological transmission Effects 0.000 description 9
- 239000002783 friction material Substances 0.000 description 9
- 239000000463 material Substances 0.000 description 6
- 239000007769 metal material Substances 0.000 description 5
- 239000003921 oil Substances 0.000 description 5
- 238000000465 moulding Methods 0.000 description 4
- 229910000838 Al alloy Inorganic materials 0.000 description 3
- 239000000956 alloy Substances 0.000 description 3
- 229910000639 Spring steel Inorganic materials 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 2
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 2
- 239000010960 cold rolled steel Substances 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 239000000428 dust Substances 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000004080 punching Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
- F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/60—Clutching elements
- F16D13/64—Clutch-plates; Clutch-lamellae
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D43/00—Automatic clutches
- F16D43/02—Automatic clutches actuated entirely mechanically
- F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
- F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
- F16F1/32—Belleville-type springs
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
- Springs (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
The invention provides a clutch device capable of reducing the operation load of the assembly operation of a damping spring to an input rotator. The clutch device (100) is provided with a damper mechanism (105) between the clutch housing (101) and the input rotary body (102). The damper mechanism (105) is provided with a first damper friction plate (106) and a second damper friction plate (107) between the clutch housing (101) and the input rotary body (102), and is provided with an annular spring (110). The first damper friction plate (106) is formed in a flat annular shape and the outer edge portion is held by a first damper friction plate holding portion (101 f) formed in the clutch outer (101). The second damper friction plate (107) is formed in a flat annular shape and the inner edge portion is held by a second damper friction plate holding portion (102 c) formed in the input rotary body (102). The annular spring (110) is disposed between the input rotary body (102) and the input side plate (108) and presses the second damper friction plate (107) against the first damper friction plate (106).
Description
Technical Field
The present invention relates to a clutch device for transmitting and shutting off a rotational driving force of a driving shaft rotationally driven by a prime mover to a driven shaft that drives a driven body.
Background
Conventionally, in a vehicle such as a two-wheeled motor vehicle or a four-wheeled motor vehicle, a clutch device has been used to transmit or cut off a rotational driving force of a prime mover such as an engine to or from a driven body such as a wheel. In general, a clutch device is capable of transmitting or shutting off transmission of a rotational driving force by disposing a plurality of first friction plates that rotate due to a rotational driving force of a prime mover and a plurality of second friction plates that are coupled to a driven body so as to face each other and bringing the first friction plates into close contact with or away from the second friction plates.
For example, patent document 1 discloses a clutch device including a damper mechanism for elastically transmitting a rotational driving force of a prime mover to a clutch housing between a driven gear of an input rotary body that is a rotational driving force of the prime mover and the clutch housing that holds a plurality of first friction plates. Here, the damper mechanism is mainly configured to include a damper spring, a damper plate, a retainer plate, a rivet, and a diaphragm spring, respectively.
Patent document 1: japanese patent application laid-open No. 2010-151232
However, in the clutch device described in patent document 1, a large force is required for the operation of assembling a plurality of damper springs in a compressed state in a driven gear as an input rotary body, and there is a problem in that the work load is heavy.
Disclosure of Invention
The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a clutch device capable of reducing the work load of the assembly work of a damper spring to an input rotary body.
In order to achieve the above object, the present invention provides a clutch device for transmitting or shutting off a rotational driving force of a driving shaft to a driven shaft, comprising: an input rotary body that is rotationally driven together with a drive shaft by rotational drive of the drive shaft; a clutch housing formed in a bottomed tubular shape, disposed so as to face the second friction plate that is rotationally driven together with the driven shaft, and holding the first friction plate that is rotationally driven by rotational drive of the input rotary body; and a damper mechanism that allows relative rotation between the input rotor and the clutch housing and transmits a rotational driving force of the input rotor to the clutch housing, the damper mechanism including: a first damper friction plate formed in a flat plate shape and rotationally driven integrally with the clutch housing; a second damper friction plate formed in a flat plate shape and rotationally driven integrally with the input rotary body at a position opposed to the first damper friction plate; and a damper friction plate presser that presses at least one of the first damper friction plate and the second damper friction plate against the other to bring the first damper friction plate and the second damper friction plate into frictional contact with each other.
According to the feature of the present invention thus constituted, in the clutch device, the damper mechanism transmits the rotational driving force of the input rotor to the clutch housing by the frictional contact between the first damper friction plate and the second damper friction plate, and therefore, the damper spring having a small longitudinal elastic modulus (young's modulus) can be used, and the work load of the damper spring in the assembly work of the input rotor can be reduced. In this case, the clutch device of the present invention may be configured so that the damper spring is omitted.
In the clutch device according to the present invention, at least one of the first damper friction plate and the second damper friction plate is provided in plurality and disposed with the other friction plate interposed therebetween.
According to the feature of the present invention thus constituted, in the clutch device, since at least one of the first damper friction plate and the second damper friction plate is provided in plural and disposed with the other friction plate interposed therebetween, the friction contact surface can be increased to improve the transmission efficiency of the rotational driving force between the input rotor and the clutch housing.
In the clutch device according to the present invention, the clutch housing integrally includes a first damper friction plate holding portion for holding the first damper friction plate by spline fitting, and the input rotor integrally includes a second damper friction plate holding portion for holding the second damper friction plate by spline fitting.
According to another feature of the present invention configured as described above, in the clutch device, the clutch housing integrally includes the first damper friction plate holding portion that holds the first damper friction plate by spline fitting, and the input rotor integrally includes the second damper friction plate holding portion that holds the second damper friction plate by spline fitting, so that it is possible to suppress an increase in the number of components of the clutch device and to suppress a complication of the structure and a weight increase.
In the clutch device according to the present invention, the damper friction plate presser is formed of an annular spring formed in a flat plate shape and arranged on a line orthogonal to a friction sliding surface between the first damper friction plate and the second damper friction plate.
According to another feature of the present invention thus constituted, in the clutch device, the damper friction plate presser is constituted by an annular spring formed in a flat plate annular shape and arranged on a line orthogonal to a friction slip surface between the first damper friction plate and the second damper friction plate, and therefore, by having the friction slip surface on a line on which a pressing force of the damper friction plate presser acts, a surface pressure between the first damper friction plate and the second damper friction plate is made uniform, and it is possible to perform friction contact while suppressing occurrence of vibration or uneven wear.
In the clutch device according to the present invention, the input rotary body includes a cylindrical hub portion in which the driven shaft is fitted in a freely rotatable state, the first damper friction plate and the second damper friction plate are disposed adjacent to each other on the outer side of the hub portion, and the hub portion includes a lubricant flow path for guiding lubricant supplied from the driven shaft to the first damper friction plate and the second damper friction plate, respectively.
According to another feature of the present invention thus constituted, in the clutch device, the input rotary body has a cylindrical hub portion in which the driven shaft is fitted in a freely rotatable state, and the hub portion has a lubricant flow path for guiding the lubricant supplied from the driven shaft to the first damper friction plate and the second damper friction plate disposed adjacently, respectively, so that the heat release performance and the lubricant performance of the exhaust heat, dust, and the like between the first damper friction plate and the second damper friction plate can be improved.
In the clutch device according to the present invention, the damper mechanism further includes a coupling pin integrally coupling the input rotor and the clutch housing, and the first damper friction plate and the second damper friction plate are disposed radially inward of the coupling pin.
According to another feature of the present invention thus constituted, in the clutch device, the damper mechanism includes a coupling pin integrally coupling the input rotor and the clutch housing, and the first damper friction plate and the second damper friction plate are disposed radially inward of the coupling pin, so that an increase in size of the clutch device can be suppressed.
Drawings
Fig. 1 is a cross-sectional view schematically showing the overall structure of a clutch device according to an embodiment of the present invention in a clutch engaged state.
Fig. 2 is an enlarged partial cross-sectional view showing the structure in the broken line circle 2 shown in fig. 1.
Fig. 3 is a plan view schematically showing an external appearance of a first damper friction plate constituting the clutch device shown in fig. 1.
Fig. 4 is a plan view schematically showing an external appearance of a second damper friction plate constituting the clutch device shown in fig. 1.
Detailed Description
An embodiment of the clutch device according to the present invention will be described below with reference to the drawings. Fig. 1 is a cross-sectional view schematically showing the overall structure of a clutch device 100 according to the present invention. Fig. 2 is an enlarged partial cross-sectional view showing a structure within the dashed circle 2 shown in fig. 1. The clutch device 100 is a mechanical device for transmitting and shutting off a driving force of an engine (not shown) as a prime mover in a two-wheeled motor vehicle (motorcycle) to wheels (not shown) as a driven body, and is disposed between the engine and a transmission (not shown).
(Structure of clutch device 100)
The clutch device 100 includes a clutch housing 101. The clutch cover 101 is a member for holding the first friction plate 112 and transmitting a driving force from the engine to the first friction plate 112, and is formed by molding an aluminum alloy material into a bottomed cylinder shape. More specifically, a friction plate holding portion 101a made up of internal gear-like splines is formed in a cylindrical portion of the clutch outer 101, and a plurality of (10 in the present embodiment) first friction plates 112 are held in the friction plate holding portion 101a, and the plurality of first friction plates 112 are displaceable in the axial direction of the clutch outer 101 and spline-fitted with the clutch outer 101 in a rotatable integrally therewith.
The clutch housing 101 is connected to the input rotor 102 via a damper mechanism 105 by forming a connection hole 101c, a pin support column 101d, a spring housing 101e, and a first damper friction plate holding portion 101f on a left side surface 101b of the bottom portion corresponding to the bottomed cylinder. The coupling hole 101c is a portion into which a boss 102b of the input rotary body 102 described later is fitted, and is formed by a circular through hole formed in a center portion of the side surface 101 b.
The pin support column 101d is a portion through which the input rotary body 102 is inserted and supports a coupling pin 109 described later, and is formed in a cylindrical shape that stands vertically from the side surface 101 b. The pin support columns 101d are formed corresponding to the number of the connection pins 109. In the present embodiment, the pin support posts 101d are formed at 3 positions at equal intervals in the circumferential direction of the side surface 101 b. In this case, the 3 pin support columns 101d are formed on circles concentric with the coupling holes 101c at positions adjacent to the outer edge portions of the side surfaces 101 b.
The spring housing portion 101e is a portion for housing a damper spring 111 described later, and is formed to be recessed in a concave shape in the circumferential direction of the side surface 101b and extend. In this case, both end portions of the spring housing portion 101e are elastically abutted by both end portions of the damper spring 111. In the present embodiment, two spring housing portions 101e are formed between the 3 pin support columns 101d along the circumferential direction of the side surface 101b, respectively, but it is needless to say that less than two or 3 or more spring housing portions 101e may be provided.
The first damper friction plate holding portion 101f is a portion for holding a first damper friction plate 106 described later, and is formed in a bottomed cylindrical shape standing in the vertical direction from the side surface 101 b. In this case, the first damper friction plate holding portion 101f is formed inside the 3 pin support columns 101 d. The first damper friction plate holding portion 101f has an inner gear-like spline formed on an inner peripheral portion, and one first damper friction plate 106 is held in spline fit on the spline, and the one first damper friction plate 106 is spline-fitted in a state capable of being displaced in an axial direction of the clutch housing 101 and integrally rotated with the clutch housing 101.
The input rotary body 102 is a metallic gear member that is engaged with a drive gear coupled to a drive shaft (not shown) such as a crank shaft that is driven to rotate by the drive of a prime mover such as an engine, and is rotatably supported by a shaft 120 described below via a sleeve 103 and a needle bearing 104. That is, the clutch housing 101 is rotationally driven integrally with the input rotary 102 independently of the shaft 120 at a position coaxial with the shaft 120. The input rotary body 102 is mainly configured to have a tooth portion 102a, a hub portion 102b, a second damper friction plate holding portion 102c, and an extension portion 102e.
The tooth 102a is a portion that receives a rotational driving force by meshing with the driving gear, and is formed in a shape in which irregularities are repeatedly formed in the circumferential direction. The hub 102b is a portion that supports the input rotary body 102 on the shaft 120 and the clutch housing 101, and is formed in a cylindrical shape extending in a direction orthogonal to the circumferential direction of the tooth 102 a. The inner peripheral side of the boss 102b is fitted to the boss 103 via the needle bearing 104. Further, a second damper friction plate holding portion 102c is formed on the outer peripheral portion of the boss portion 102b, and the clutch outer 101 is fitted to the outer peripheral portion of the boss portion 102b in a freely sliding state.
The second damper friction plate holding portion 102c is a portion for holding a second damper friction plate 107 described later, and is constituted by an external gear-like spline formed on the outer peripheral surface of the hub portion 102 b. Two second damper friction plates 107 are held in spline fit in the second damper friction plate holding portion 102c, and the two second damper friction plates 107 are displaceable in the axial direction of the clutch housing 101 with the one first damper friction plate 106 interposed therebetween and spline-fitted in a state of being integrally rotatable with the clutch housing 101.
Further, a lubricant flow path 102d is formed in the second damper friction plate holding portion 102 c. As indicated by the broken-line arrows in fig. 1, the lubricant flow path 102d is a portion for guiding lubricant (not shown) supplied from the shaft 120 to the first damper friction plate 106 and the second damper friction plate 107 via portions accommodating the needle bearings 104, respectively, and is formed of holes penetrating the hub 102b in the radial direction. In the present embodiment, one lubricating oil flow path 102d is formed, but two or more lubricating oil flow paths 102d may be formed. In addition, the lubricating oil flow path 102d may be omitted in the case where oil supply to the first and second damper friction plates 106 and 107 is not required.
The protruding portion 102e is a portion that supports the tooth portion 102a at the radially outer side of the hub portion 102b and is coupled with the clutch outer 101, and is formed in a flat annular shape at the radially outer side of the hub portion 102 b. The extension 102e is formed with a coupling pin penetrating portion 102f and a spring housing portion 102g, respectively.
The connecting pin penetrating portion 102f is a portion through which a connecting pin 109 described later penetrates, and is formed in a long hole shape that allows the connecting pin 109 to swing in the circumferential direction. In the present embodiment, 3 of the connecting pin penetrating portions 102f are formed at equal intervals in the circumferential direction of the input rotary body 102, but of course, less than 3 or 4 or more of the connecting pin penetrating portions 102f may be provided.
The spring housing portion 102g is a portion housing a damper spring 111 described later, and is formed in a long hole shape extending in the circumferential direction of the input rotary body 102. In this case, both end portions of the spring housing portion 102g are elastically abutted by both end portions of the damper spring 111. In the present embodiment, two spring housing portions 102g are formed between each of the 3 connecting pin penetrating portions 102f along the circumferential direction of the input rotary body 102, but it is needless to say that less than two or 3 or more spring housing portions 102g may be provided.
The sleeve 103 is a member for supporting the input rotary body 102 on the shaft 120 via the needle bearing 104, and is formed by forming a metal material into a cylindrical shape. The sleeve 103 has a flow path 103a formed by a through hole for guiding the lubricating oil supplied from the shaft 120 to the needle bearing 104. The needle roller bearing 104 is a member for rotatably supporting the input rotary body 102 on the outer peripheral surface of the sleeve 103, and is formed in a cylindrical shape by including a plurality of elongated cylinders that roll in the circumferential direction on the outer peripheral surface of the sleeve 103.
The damper mechanism 105 is a member group for elastically transmitting the rotational driving force of the input rotary body 102 to the clutch housing 101, and is mainly configured to include a first damper friction plate 106, a second damper friction plate 107, an input side plate 108, a coupling pin 109, an annular spring 110, and a damper spring 111, respectively.
As shown in fig. 3, the first damper friction plate 106 is a member for transmitting the rotational driving force of the input rotary body 102 to the clutch housing 101 by friction contact with the second damper friction plate 107, and is configured by forming a metal material such as an SPCC (cold rolled steel plate) material into a flat annular shape. In this case, external teeth 106a that mesh with the internal tooth-like spline formed in the first damper friction plate holding portion 101f of the clutch outer 101 are formed in the outer peripheral portion of the first damper friction plate 106. That is, the first damper friction plate holding portion 101f constitutes a part of the damper mechanism 105. The first damping friction plate 106 can improve wear resistance by forming an oil groove having a depth of several μm to several tens μm for holding lubricating oil on the surface or by performing a surface hardening treatment.
As shown in fig. 4, the second damper friction plate 107 is a member for transmitting the rotational driving force of the input rotary body 102 to the clutch housing 101 by making frictional contact with the first damper friction plate 106, and is formed by forming a metal material such as aluminum material into a flat annular shape. In this case, internal teeth 107a that mesh with the external toothed spline formed in the second damper friction plate holding portion 102c of the input rotary body 102 are formed in the inner peripheral portion of the second damper friction plate 107. That is, the second damper friction plate holding portion 102c constitutes a part of the damper mechanism 105.
Further, friction material 107b composed of a plurality of (24 pieces on one side in the present embodiment) paper sheets is attached to both side surfaces (front surface and back surface) of second damper friction plate 107. The second damper friction plates 107 are disposed on both sides of the first damper friction plate 106 and are in frictional contact with each other through the first damper friction plate 106. The friction material 107b may be provided in the first damper friction plate 106 instead of the second damper friction plate 107. The second damper friction plate 107 may be formed so as to omit the friction material 107b. In fig. 1, the friction material 107b is not shown.
The input side plate 108 is a member for restricting displacement of the input rotary body 102 to the opposite side (left side in the drawing) to the clutch housing 101, and is formed by forming a metal material into a flat annular shape. In this case, the input side plate 108 is formed with an inner diameter capable of pressing an outer peripheral portion of the plate surface of the ring spring 110. That is, an annular pressing portion 108a for pressing the annular spring 110 is formed on the innermost peripheral portion of the plate surface of the input side plate 108.
Further, a connecting pin penetrating portion 108b and a spring housing portion 108c are formed on the plate surface of the input side plate 108, respectively. The connecting pin penetrating portion 108b is a portion through which the connecting pin 109 penetrates, and is formed of a circular penetrating hole having substantially the same outer diameter as the connecting pin 109. In the present embodiment, 3 of the connecting pin penetrating portions 108b are formed at equal intervals in the circumferential direction of the input side plate 108, but of course, less than 3 or 4 or more of the connecting pin penetrating portions 108b may be provided.
The spring housing portion 108c is a portion for housing the damper spring 111 housed in the spring housing portion 102g, and is formed in a long hole shape with a cover that covers a part of the damper spring 111 and extends in the circumferential direction of the input side plate 108. In this case, both end portions of the spring housing portion 108c are elastically abutted by both end portions of the damper spring 111. In the present embodiment, two spring housing portions 108c are formed in the circumferential direction of the input side plate 108 between the 3 connecting pin penetrating portions 108b, respectively, but it is needless to say that less than two or 3 or more spring housing portions 108c may be provided.
The coupling pin 109 is a member for integrally coupling the input rotary body 102 and the clutch housing 101 via the first damper friction plate 106, the second damper friction plate 107, the input side plate 108, and the annular spring 110, and is formed by forming a metal material into a rod shape. In the present embodiment, the connecting pins 109 are formed of 3 rivets penetrating the input side plate 108 and the clutch cover 101. In this case, the 3 coupling pins 109 are mounted in a state in which the pin support column 101d and the coupling pin penetrating portion 108b of the input side plate 108 are penetrated.
The annular spring 110 is a member disposed between the input side plate 108 and the clutch housing 101 for pressing the first damper friction plate 106 and the second damper friction plate 107 against each other, and is made of spring steel formed in a flat plate annular shape. The annular spring 110 is disposed in a compression-deformed state between the protruding portion 102e of the input rotator 102 and the annular pressing portion 108a of the input-side plate 108. The ring spring 110 corresponds to the damper friction plate presser of the present invention.
The damper spring 111 is a member that transmits the rotational driving force (torque) input to the rotating body 102 to the clutch housing 101 while attenuating the fluctuation, and is formed of a coil spring made of steel. The damper springs 111 are disposed in the same positions in the circumferential direction of the input rotor 102, the clutch housing 101, and the input side plate 108, respectively, in 6 spring housing portions 102g, 101e, and 108c, respectively, in a state of being elastically compressed.
The first friction plate 112 is a flat annular member pressed by the second friction plate 113, and is formed by molding a thin plate material made of aluminum material into an annular shape. In this case, external teeth that mesh with the internal toothed spline of the clutch outer 101 are formed on the outer peripheral portion of each first friction plate 112. Friction materials composed of a plurality of paper sheets, not shown, are adhered to both side surfaces (front and rear surfaces) of the first friction plate 112, and oil grooves, not shown, are formed between the friction materials. In addition, the first friction plates 112 are formed in the same size and shape as each other in the center clutch 114 and the pressure clutch 115, which are each provided inside the clutch housing 101.
Inside the clutch housing 101, a plurality of (9 in the present embodiment) second friction plates 113 are held by a center clutch 114 and a pressure clutch 115, respectively, in a state sandwiched by the first friction plates 112. The second friction plate 113 is a flat annular member pressed by the first friction plate 112, and is formed by punching out a thin plate material made of an SPCC (cold rolled steel sheet) material into an annular shape. Oil grooves (not shown) for holding clutch oil to a depth of several μm to several tens μm are formed on both side surfaces (front surface and rear surface) of each of the second friction plates 113, and surface hardening treatment is performed for the purpose of improving wear resistance.
Further, an internal gear-like spline is formed on the inner periphery of each second friction plate 113, and is spline-fitted with a plate holding portion 114e formed on the center clutch 114 and a plate holding portion 115e formed on the pressure clutch 115. The second friction plate 113 is formed at each of the center clutch 114 and the pressure clutch 115 in the same size and shape as each other. The friction material provided on the first friction plate 112 may be provided on the second friction plate 113 instead of the first friction plate 112.
The center clutch 114 is a member for transmitting the driving force of the engine to the transmission side by housing the second friction plate 113 and the first friction plate 112 together, and is formed by molding an aluminum alloy material into a substantially cylindrical shape. More specifically, the center clutch 114 is configured such that a shaft coupling portion 114a, an annular intermediate portion 114b, and a sheet holding portion 114e are integrally formed.
The shaft coupling portion 114a is a portion to which the pressure clutch 115 is fitted and coupled to the shaft 120, and is formed in a cylindrical shape extending in the axial direction in the center portion of the center clutch 114. An internal gear-like spline is formed on the inner peripheral surface of the shaft coupling portion 114a in the axial direction of the center clutch 114, and is spline-fitted to the shaft 120. That is, the center clutch 114 rotates integrally with the shaft 120 at a position coaxial with the clutch housing 101 and the shaft 120.
The annular intermediate portion 114b is a flange-like portion formed between the shaft connecting portion 114a and the sheet holding portion 114 e. In the annular intermediate portion 114b, 3 cylindrical struts 114d are formed in the circumferential direction.
Further, a table-shaped cam body 114c having a cam surface formed of an inclined surface is formed in the annular intermediate portion 114b to constitute an a & S (registered trademark) mechanism that generates an assist torque that is a force for enhancing the pressure contact force between the first friction plate 112 and the second friction plate 113 or a slip torque that is a force for advancing the first friction plate 112 and the second friction plate 113 away from each other and transitioning to the semi-engaged state, but the a & S (registered trademark) mechanism including the cam body 114c is not directly related to the present invention, and thus a description thereof is omitted. The annular intermediate portion 114b may be configured to omit the a & S (registered trademark) mechanism.
The 3 cylindrical struts 114d are cylindrical portions extending in a columnar shape in the axial direction of the center clutch 114 so as to support the pressure clutch 115, and have female screws formed in the inner peripheral portions thereof. The 3 cylindrical struts 114d are formed uniformly in the circumferential direction of the center clutch 114.
The sheet holding portion 114e is a portion that holds a part of the plurality of second friction plates 113 together with the first friction plates 112, and is formed in a cylindrical shape extending in the axial direction at the outer edge portion of the center clutch 114. The outer peripheral portion of the sheet holding portion 114e is formed of an external gear-like spline, and the sheet holding portion 114e holds the second friction plates 113 and the first friction plates 112 in a state of being alternately arranged, being displaceable in the axial direction of the center clutch 114, and being rotatable integrally with the center clutch 114.
A sheet receiving portion 114f is formed at a distal end portion of the sheet holding portion 114e on the left side in the drawing. The sheet receiving portion 114f is a portion for receiving and stopping the second friction plate 113 and the first friction plate 112 pressed by the pressure clutch 115 and sandwiching the second friction plate 113 and the first friction plate 112 together with the pressure clutch 115, and is formed by protruding a tip end portion of the sheet holding portion 114e formed in a cylindrical shape in a flange shape toward the outer side in the radial direction.
The pressure clutch 115 is a member for pressing the first friction plate 112 to bring the first friction plate 112 and the second friction plate 113 into close contact with each other, and is formed by molding an aluminum alloy material into a substantially disk shape having an outer diameter substantially equal to the outer diameter of the second friction plate 113. More specifically, the pressure clutch 115 is configured such that a boss portion 115a, an annular intermediate portion 115b, and a plate holding portion 115e are formed integrally.
The boss 115a is a portion that receives a pressing force from the push rod 124 provided in the shaft 120, and is formed in a cylindrical shape. A release bearing 123 is provided in the boss 115 a. The annular intermediate portion 115b is a flange-like portion formed between the boss portion 115a and the board holding portion 115e. The annular intermediate portion 115b has 3 cylindrical housing portions 115c formed in the circumferential direction, and cam bodies 115d constituting the a & S (registered trademark) mechanism are formed between the 3 cylindrical housing portions 115 c.
The 3 cylindrical housing portions 115c are portions for housing the 3 cylindrical struts 114d and the clutch springs 117, respectively, and are formed in a long hole shape extending in the circumferential direction. More specifically, a cylindrical support 114d is disposed in the cylindrical housing 115c so as to be penetrated by the cylindrical support 114d of the center clutch 114, and a clutch spring 117 is disposed outside the cylindrical support 114 d. The cam body 115d is a mesa-shaped portion that slides on the cam body 114c to generate assist torque or slip torque.
The plate holding portion 115e is a portion that holds the remaining portions of the plurality of second friction plates 113 together with the first friction plates 112, and is formed in a cylindrical shape extending in the axial direction at the outer edge portion of the pressure clutch 115. The outer peripheral portion of the plate holding portion 115e is formed of an external gear-like spline, and the plate holding portion 115e holds the second friction plates 113 and the first friction plates 112 in a state of being alternately arranged, being displaceable in the axial direction of the pressure clutch 115, and being rotatable integrally with the pressure clutch 115. A board pressing portion 115f is formed at the tip end of the board holding portion 115 e.
The plate pressing portion 115f is a portion for pressing the second friction plate 113 and the first friction plate 112 held by the plate holding portion 115e toward the plate body receiving portion 114f side and bringing the second friction plate 113 and the first friction plate 112 into close contact with each other with high pressure, and is formed by projecting the root portion of the plate holding portion 115e formed in a cylindrical shape radially outward in a flange shape.
The pressure clutch 115 is mounted to the center clutch 114 by 3 mounting bolts 116. Specifically, the pressure clutch 115 is fixed by fastening the mounting bolt 116 to the cylindrical column 114d via the stopper 118 in a state in which the cylindrical column 114d of the center clutch 114 and the clutch spring 117 are disposed in the cylindrical housing portion 115c, respectively.
In this case, the clutch spring 117 is an elastic body that is disposed in the tubular housing portion 115c and presses the pressure clutch 115 toward the center clutch 114, and is composed of a coil spring formed by spirally winding spring steel. The stopper member 118 is a metal member for restricting the displacement of the pressure clutch 115 in a direction away from the center clutch 114, and is formed in a substantially triangular shape in a plan view. Thereby, the pressure clutch 115 is attached in a state capable of being displaced in a direction approaching and separating from the center clutch 114.
The shaft 120 is a hollow shaft body, and one (to the right in the drawing) end portion side supports the input rotor 102 and the clutch housing 101 to be rotatable via the bush 103 and the needle bearing 104, and fixes and supports the spline-fitted center clutch 114 via the nut 121. That is, the center clutch 114 rotates integrally with the shaft 120. On the other hand, the other (left side in the drawing) end portion side of the shaft 120 is connected to a transmission (not shown) in the motorcycle.
A lubricant supply path 120a for supplying lubricant (not shown) to the lubricant flow path 102d via the needle bearing 104 is formed outside the hollow portion of the shaft 120. A pressing member 122 is provided on one (right side) end side of the hollow portion of the shaft 120, and a push rod 124 is provided adjacent to the pressing member 122 and extending in the axial direction of the shaft 120. The pressing member 122 is a rod-like member extending in the axial direction of the shaft 120, one (left side in the drawing) end portion is slidably fitted in the hollow portion of the shaft 120, and the other (right side in the drawing) end portion is coupled to a release bearing 123 provided in the pressure clutch 115.
The push rod 124 is coupled to a clutch actuator (not shown) constituting a clutch release mechanism at one (left side in the drawing) end side of the shaft 120, and presses the pressing member 122 at the other (right side in the drawing) end side. Here, the clutch release mechanism is a mechanical device that presses the push rod 124 toward the release bearing 123 side by an operation of a clutch lever (not shown) by a driver of the self-propelled vehicle on which the clutch device 100 is mounted.
A predetermined amount of lubricating oil (not shown) is filled in the clutch device 100. The lubricating oil is mainly supplied between the first friction plate 112 and the second friction plate 113 and between the first damper friction plate 106 and the second damper friction plate 107, respectively, to prevent absorption of frictional heat and abrasion of the friction material generated between the first friction plate 112 and the second friction plate 113 and between the first damper friction plate 106 and the second damper friction plate 107. That is, the clutch device 100 is a so-called wet-type multi-plate friction clutch device.
(operation of the clutch device 100)
Next, the operation of the clutch device 100 configured as described above will be described. The clutch device 100 is disposed between the engine and the transmission in the vehicle as described above, and transmits and cuts off the transmission of the driving force of the engine to the transmission by the operation of the clutch lever by the driver of the vehicle.
Specifically, in the clutch device 100, when the driver (not shown) of the vehicle does not operate the clutch lever (not shown), the clutch release mechanism (not shown) does not press the pressing member 122, and therefore the pressure clutch 115 presses the first friction plate 112 by the elastic force of the clutch spring 117. As a result, the center clutch 114 is rotationally driven in a state in which the first friction plate 112 and the second friction plate 113 are pressed against each other to be engaged with the friction-coupled clutch. That is, the rotational driving force of the prime mover is transmitted to the center clutch 114, and the shaft 120 is rotationally driven.
In this clutch engaged state, the rotational driving force from the prime mover transmitted to the input rotary body 102 is transmitted to the clutch housing 101 via the damper mechanism 105. Specifically, the clutch device 100 rotationally drives the second damper friction plate 107 by the rotational drive of the input rotary body 102. In this case, the two second damper friction plates 107 are pressed by the first damper friction plate 106 with a large force by the pressing force of the annular spring 110, and are brought into frictional contact with the first damper friction plate 106. Thereby, the first damper friction plate 106 is integrally rotationally driven together with the second damper friction plate 107, thereby rotationally driving the clutch housing 101. As a result, the clutch device 100 rotationally drives the center clutch 114 via the first friction plate 112 and the second friction plate 113, thereby rotationally driving the shaft 120.
In the clutch engaged state, when the difference between the rotational driving force on the prime mover side and the rotational driving force on the drive wheel side is equal to or greater than the friction force between the first damper friction plate 106 and the second damper friction plate 107, the first damper friction plate 106 and the second damper friction plate 107 relatively rotate while performing friction slip. In this case, the first damper friction plate 106 and the second damper friction plate 107 perform friction slip while overcoming the elastic force of the damper spring 111. As a result, the clutch device 100 can transmit the rotational driving force of the prime mover to the drive wheel while absorbing the difference between the rotational driving force of the input rotor 102 and the rotational driving force of the clutch cover 101.
In this clutch engaged state, lubricating oil is supplied to the clutch device 100 from the lubricating oil supply path 120a in the shaft 120. In this case, the lubricant supplied into the lubricant supply path 120a is supplied to the needle bearing 104 through the flow path 103a, and then supplied to the first and second damper friction plates 106 and 107 through the lubricant flow path 102d, respectively (see the dashed arrow in fig. 1). Thereby, the clutch device 100 can improve the exhaust performance and lubrication performance of exhaust heat, dust, and the like between the first damper friction plate 106 and the second damper friction plate 107.
On the other hand, in the clutch device 100, when the driver of the vehicle operates the clutch lever in the clutch engaged state, the clutch release mechanism (not shown) presses the pressing member 122, and therefore the pressure clutch 115 is displaced in a direction away from the center clutch 114 against the elastic force of the clutch spring 117. As a result, the center clutch 114 is in a clutch-off state in which the friction coupling between the first friction plate 112 and the second friction plate 113 is opened, and thus the rotational drive is attenuated or stopped. That is, the rotational driving force of the prime mover is cut off with respect to the center clutch 114. In this clutch-disengaged state, the clutch device 100 can smoothly transmit the rotational driving force from the prime mover transmitted to the input rotary body 102 to the clutch housing 101.
When the driver releases the clutch lever in this clutch released state, the pressing of the pressure clutch 115 by the pressing member 122 is released by the clutch release mechanism (not shown), and therefore the pressure clutch 115 is displaced in a direction approaching the center clutch 114 by the elastic force of the clutch spring 117. In addition, in the transition from the clutch released state to the clutch engaged state, the clutch device 100 can smoothly transmit the rotational driving force from the prime mover transmitted to the input rotary body 102 to the clutch housing 101.
As can be understood from the above description of the operation, according to the above embodiment, in the clutch device 100, the damper mechanism 105 transmits the rotational driving force of the input rotor 102 to the clutch housing 101 via the frictional contact between the first damper friction plate 106 and the second damper friction plate 107, and therefore the damper spring 111 having a small longitudinal elastic modulus (young's modulus) can be used, and the work load of the assembly work of the damper spring 111 to the input rotor 102 can be reduced.
In the practice of the present invention, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the object of the present invention.
For example, in the above embodiment, the damper mechanism 105 is configured to include one first damper friction plate 106 and two second damper friction plates 107, respectively. However, the damper mechanism 105 may be configured to include at least one first damper friction plate 106 and one second damper friction plate 107, respectively. Therefore, the damper mechanism 105 can be configured to include a plurality of first damper friction plates 106 and second damper friction plates 107, for example. This improves the frictional contact force between the input rotor 102 and the clutch housing 101, and improves the transmission efficiency of the driving force.
In the above embodiment, the first damper friction plate 106 and the second damper friction plate 107 are each formed in a flat annular shape. However, the first damper friction plate 106 may be configured to be rotationally driven integrally with the clutch cover 101 in a state of friction slip with the second damper friction plate 107. The second damper friction plate 107 may be configured to be rotationally driven integrally with the input rotor 102 in a state of friction slip with the first damper friction plate 106. Therefore, the first and second damper friction plates 106 and 107 may be formed in a flat ring shape other than a circular shape, in addition to the flat ring shape. In addition, the first and second damper friction plates 106 and 107 may be formed in a flat plate shape in addition to the flat plate ring shape. For example, the first damper friction plate 106 and the second damper friction plate 107 may be formed in a C-shape in plan view. The first damper friction plate 106 and the second damper friction plate 107 may be formed by providing a plurality of flat plates on the respective side walls of the clutch housing 101 and the input rotor 102 in the circumferential direction.
In the above embodiment, the first damper friction plate holding portion 101f is formed integrally with the clutch cover 101 as a part of the clutch cover 101. However, the first damper friction plate holding portion 101f may be configured as a separate member from the clutch housing 101 and may be directly or indirectly attached to the clutch housing 101.
In the above embodiment, the second damper friction plate holding portion 102c is formed integrally with the input rotor 102 as a part of the input rotor 102. However, the second damper friction plate holding portion 102c may be configured as a separate member from the input rotary body 102 and may be directly or indirectly attached to the input rotary body 102.
In the above embodiment, the annular spring 110 is disposed on a line perpendicular to the frictional sliding surface between the first damper friction plate 106 and the second damper friction plate 107. In this way, in the clutch device 100, the friction slip surface is provided on the line of action of the pressing force of the annular spring 110, so that the surface pressure between the first damper friction plate 106 and the second damper friction plate 107 is equalized, and friction contact can be performed while suppressing occurrence of vibration or uneven wear. However, the annular spring 110 may be disposed at a position other than a line perpendicular to the friction surface between the first damper friction plate 106 and the second damper friction plate 107, that is, at a position shifted in the radial direction. Thus, the clutch device 100 can improve the degree of freedom in designing the damper mechanism 105.
In the above embodiment, the input rotary body 102 is configured to include the lubricant flow path 102d for guiding the lubricant supplied from the shaft 120 to the first damper friction plate 106 and the second damper friction plate 107, respectively. However, the input rotary body 102 may be configured to omit the lubricant flow path 102d.
In the above embodiment, the first damper friction plate 106 and the second damper friction plate 107 are disposed radially inward of the connecting pin 109. Thereby, the clutch device 100 can suppress an increase in size of the clutch device 100. However, the first damper friction plate 106 and the second damper friction plate 107 may be disposed radially outward of the connecting pin 109.
In the above embodiment, the annular spring 110 is provided between the input rotator 102 and the input side plate 108. However, the annular spring 110 may be disposed at a position where the first damper friction plate 106 and the second damper friction plate 107 can be brought into frictional contact with each other. Accordingly, the annular spring 110 may be disposed between the input rotor 102 and the second damper friction plate 107 and/or between the clutch cover 101 and the first damper friction plate 106, for example.
In the above embodiment, the damper mechanism 105 is configured to include the damper spring 111. However, the damper mechanism 105 may be configured such that the damper spring 111 is omitted by adjusting the specification of the clutch device 100 or the magnitude of the frictional resistance between the first damper friction plate 106 and the second damper friction plate 107. Thereby, the clutch device 100 can simplify and lighten the device structure and can reduce the burden of the assembly work.
Reference numerals illustrate:
100 … clutch device; 101 … clutch cover; 101a … friction plate retaining portion; 101b … side; 101c … connecting holes; 101d … pin support post; 101e … spring receiving portions; 101f … first damping friction plate holding portion; 102 … input rotator; 102a … teeth; 102b … hub; 102c … second damping friction plate retaining portions; 102d … lubricating oil flow path; 102e … extensions; 102f … connecting pin penetrating portions; 102g … spring receiving portion; 103 … sleeve; 103a … flow path; 104 … needle bearings; 105 … shock absorbing mechanism; 106 … first damping friction plate; 106a … external teeth; 107 … second damping friction plate; 107a … internal teeth; 107b … friction material; 108 … input side plates; 108a … annular pressing portion; 108b … connecting pin penetrating portions; 108c … spring receiving portion; 109 … tie pins; 110 … annular spring; 111 … damper springs; 112 … first friction plate; 113 … second friction plate; 114 … center clutch; 114a … shaft coupling; 114b … annular intermediate portion; 114c … cam body; 114d … cylindrical struts; 114e … sheet holding portion; 114f … sheet support; 115 … pressure clutch; 115a … hub; 115b … annular intermediate portion; 115c … tubular storage part; 115d … cam body; 115e … plate holding portion; 115f … plate pressing portion; 116 … mounting bolts; 117 … clutch spring; 118 … stop member; 120 … axis; 120a … lubricant supply path; 121 … nut; 122 … pushing member; 123 … release bearing; 124 … push rod.
Claims (5)
1. A clutch device for transmitting or shutting off a rotational driving force of a driving shaft to a driven shaft, the clutch device comprising:
an input rotary body that is rotationally driven together with the drive shaft by rotational drive of the drive shaft;
a clutch housing formed in a bottomed tubular shape, disposed so as to face the second friction plate that is rotationally driven together with the driven shaft, and holding the first friction plate that is rotationally driven by the rotational drive of the input rotary body; and
a damper mechanism that allows relative rotation between the input rotary body and the clutch housing and transmits a rotational driving force of the input rotary body to the clutch housing,
the damper mechanism includes:
a first damper friction plate formed in a flat plate shape and rotationally driven integrally with the clutch housing;
a second damper friction plate formed in a flat plate shape and rotationally driven integrally with the input rotary body at a position opposed to the first damper friction plate; and
a damper friction plate presser that presses at least one of the first damper friction plate and the second damper friction plate against the other to bring the first damper friction plate and the second damper friction plate into frictional contact with each other,
The input rotary body has a cylindrical hub portion in which the driven shaft is fitted in a freely rotatable state,
the first damping friction plate and the second damping friction plate are adjacently arranged outside the hub part,
the hub portion has a lubricant flow path for guiding lubricant supplied from the driven shaft to the first damper friction plate and the second damper friction plate, respectively.
2. A clutch device according to claim 1, wherein,
at least one of the first damper friction plate and the second damper friction plate is provided in plurality and disposed across the other friction plate.
3. A clutch device according to claim 1 or 2, wherein,
the clutch housing integrally has a first damper friction plate holding portion that holds the first damper friction plate by spline fitting,
the input rotary body integrally has a second damper friction plate holding portion that holds the second damper friction plate by spline fitting.
4. A clutch device according to claim 1 or 2, wherein,
the damper friction plate presser is composed of an annular spring formed in a flat plate ring shape and arranged on a line orthogonal to a friction slip surface between the first damper friction plate and the second damper friction plate.
5. A clutch device according to claim 1 or 2, wherein,
the damper mechanism further includes a coupling pin integrally coupling the input rotor and the clutch housing,
the first damper friction plate and the second damper friction plate are provided radially inward of the connecting pin.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019181412A JP7492321B2 (en) | 2019-10-01 | 2019-10-01 | Clutch device |
| JP2019-181412 | 2019-10-01 | ||
| PCT/JP2020/035145 WO2021065523A1 (en) | 2019-10-01 | 2020-09-16 | Clutch device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114364897A CN114364897A (en) | 2022-04-15 |
| CN114364897B true CN114364897B (en) | 2023-07-25 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080064105.7A Active CN114364897B (en) | 2019-10-01 | 2020-09-16 | Clutch device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP7492321B2 (en) |
| CN (1) | CN114364897B (en) |
| WO (1) | WO2021065523A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4316947A1 (en) | 2021-03-29 | 2024-02-07 | Autoliv Development AB | Gripping determination system and gripping determination method |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP2021055796A (en) | 2021-04-08 |
| WO2021065523A1 (en) | 2021-04-08 |
| JP7492321B2 (en) | 2024-05-29 |
| CN114364897A (en) | 2022-04-15 |
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