JP2000230573A - Shift shock preventing structure of multiple disc type clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent shift shocks generated, when a clutch is disconnected to carry out a shift change of a transmission and to smoothly carry out a shift change, even if the clutch lever is grasped and an operation for the shift change is delayed in a multiple disc type clutch used for a vehicle, such as motorcycles. SOLUTION: A brake means 20 for braking the rotation of a pressure plate 13 corresponding to an operation of a clutch disconnection by releasing mechanisms 16, 17, 18 is disposed on the pressure plate 13 mounted to a clutch inner 9 interlocked with a main shaft 4 of a transmission. The brake means 20 is controlled so as to release the braking for the pressure plate 13 by a brake control member 21, before the rotation of the pressure plate 13 is stopped by braking.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-plate type clutch used in a vehicle such as a motorcycle, and more particularly, to a shift change of a transmission by disengaging the clutch in such a multi-plate type clutch. The present invention relates to a shift shock prevention structure for preventing a shock generated when performing a shift shock.

[0002]

2. Description of the Related Art In a straddle-type motorcycle or the like, a clutch outer which is interlocked with a crankshaft is usually provided as a clutch for intermittently connecting and disconnecting a rotational driving force of an engine from a crankshaft to a main shaft of a transmission. The clutch inner interlocking with the main shaft of the transmission includes a plurality of clutch discs that are spline-engaged on one side, a plurality of clutch plates that are spline-engaged on the other side, and a pressure plate urged by a spring. Conventionally, a so-called multi-plate clutch, which is interlocked by frictional force generated by pressing alternately arranged clutch disks and clutch plates by pressing force of a pressure plate, has been generally used.

According to such a multi-plate clutch, the clutch outer and the clutch inner are normally interlocked by the frictional force between the clutch disk and the clutch plate pressed by the pressure of the pressure plate. By releasing the pressure of the pressure plate against the urging force of the spring by the release mechanism, the interlock between the clutch outer and the clutch inner via the clutch disk and the clutch plate is disconnected.

In a vehicle using such a multi-plate clutch, when the clutch is disengaged to perform a shift change of the transmission, gear and clutch members which rotate integrally with or in conjunction with the main shaft of the transmission. Due to the rotational inertia force of
Even if the clutch is disengaged, the rotation of the main shaft remains (when the multi-plate clutch is a wet type, the rotation of the main shaft is more increased due to the drag phenomenon caused by the viscosity of the oil interposed between the clutch disc and the clutch plate). If the gear is changed in such a state, the rotation of the main shaft is suddenly stopped by the load on the counter shaft due to the large difference in the number of rotations between the main shaft and the counter shaft of the transmission. Is transmitted to the vehicle body to reduce ride comfort.

Therefore, in order to prevent a shift shock due to such a multi-plate clutch, for example, a release mechanism for disengaging the clutch is provided with a brake mechanism so as to be interlocked with the operation thereof. It is conventionally known that the rotation of a main shaft of a transmission is braked prior to a gear change by applying a braking force to a clutch output member (clutch inner) by a brake mechanism in conjunction therewith. Kaihei 9-17
No. 7818).

[0006]

According to the shift shock preventing structure for a conventionally known multi-plate clutch, when the clutch is disengaged by the release mechanism and the shift change of the transmission is performed, the rotation is prevented. The rotation of the clutch output member (clutch inner) due to the inertia force,
Brake can be immediately performed by a brake mechanism linked to the release mechanism, and a shock at the time of a shift change due to a large difference in rotation speed between the main shaft and the counter shaft of the transmission can be prevented.

However, when operating a vehicle such as a motorcycle, there is an individual difference in the time from when the clutch lever is held until a shift change operation is performed. For those who are slow to perform the change operation, the rotation of the main shaft of the transmission stops completely with respect to the counter shaft due to braking by the brake mechanism, and as a result, the main shaft side and the counter shaft side at the time of shift change The engagement of the dog clutch may not be performed smoothly, making it difficult to enter the mission.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems. More specifically, in a multi-plate clutch used for a vehicle such as a motorcycle, the clutch is disengaged to reduce the transmission. It is an object of the present invention to prevent a shift shock that occurs at the time of performing a shift change, and to smoothly perform a shift change even if an operation of performing a shift change after grasping a clutch lever is delayed.

[0009]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a clutch outer and a clutch inner which are interlocked with a crankshaft and a main shaft of a transmission. A plurality of clutch discs to be engaged, a plurality of clutch plates to be spline-engaged to the other side, and a pressure plate urged by a spring are used to force the clutch disks and the clutch plates alternately arranged to be pressed by the pressure plate. It is linked by the frictional force generated by pressing, and by releasing the pressure of the pressure plate against the urging force of the spring by the release mechanism,
In a multi-plate clutch configured to disconnect the clutch outer and the clutch inner via the clutch disk and the clutch plate, the pressure plate attached to the clutch inner is
Brake means for braking the rotation of the pressure plate in accordance with the release of the clutch by the release mechanism are provided, and the brake means brakes the pressure plate before the rotation of the pressure plate is stopped by the braking. It is characterized by being controlled to be released.

According to the above configuration, the release mechanism is operated to operate the clutch lever to release the clutch (release the pressure of the pressure plate), and at the same time, the rotation of the pressure plate is immediately braked by the brake means. The rotation of the main shaft of the transmission and the countershaft during subsequent shift changes of the transmission are suppressed because the rotation of the main shaft of the transmission linked to the clutch inner and the clutch inner is suppressed. The difference is so small that there is no shift shock.

Further, even if the operation from the time when the clutch lever is depressed to the time when the shift is changed is delayed, the braking by the brake means is released before the rotation of the pressure plate is stopped, so that the pressure plate and the clutch inner are disconnected. The main shaft of the transmission interlocked with the counter shaft is kept rotating at a small difference in rotation speed with respect to the counter shaft. As a result, the engagement of the dog clutch on the main shaft side and the dog clutch on the counter shaft side during a shift change is established. It will be done smoothly and it will not be difficult to enter the mission.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a shift shock preventing structure for a multiple disc clutch according to the present invention will be described below with reference to the drawings.

FIG. 1 shows a multiple disc clutch provided with a shift shock prevention structure according to the present invention.
As a part for transmitting power from the crankshaft of the motorcycle engine to the main shaft of the transmission, one side of an engine housing in which the crankcase and the transmission case are integrated, a case containing oil (the housing body 2 and its side). Part defined from outside by a cover member 3 that covers
It is not particularly different from a wet-type multi-plate clutch conventionally used in motorcycle engines, except for a brake means for preventing shift shock. .

That is, in the clutch 1, a gear 6 rotatably supported coaxially with the main shaft 4 of the transmission via a needle bearing 5 is provided with a spline (not shown) at the end of the crankshaft. The gear 6 meshed with the engaged gear and linked to the rotation of the crankshaft,
A clutch outer 8 serving as a clutch input member is connected via the damper 7.

At the tip of the main shaft 4 of the transmission,
A clutch inner 9 serving as a clutch output member is non-rotatably connected by spline engagement. A plurality of clutch discs 11
A plurality of clutch plates 12 are slidably and non-rotatably spline-engaged with the clutch inner 9 in the axial direction of the main shaft 4. The clutch disks 11 and the clutch plates 12 are arranged concentrically so as to alternately overlap.

The pressure plate 13 is bolted to the clutch inner 9 with the spring 14 interposed therebetween so as to press the clutch plates 12 and the clutch plates 12 which are alternately arranged to overlap each other.
The clutch discs 11 and the clutch plates 12 are pressed against each other via the pressure plates 13 by the urging force of the springs 14.

With respect to the pressure plate 13,
In this embodiment, as a release mechanism for moving the pressure plate 13 against the urging force of the spring 14, a rotation shaft 16 rotatably supported on the cover member 3 and a pressure plate 13 are used. A rack and pinion (rotating shaft 1)
The remote control wire and the axle push are provided by operating a clutch lever (not shown), which is provided in the case so as to interlock with a pinion on the 6 side and a rack 18 on the reciprocating shaft 17 side. The rotation shaft 16 is configured to be rotated via a lever.

With respect to the operating state of the clutch 1 having the above-described structure, the clutch discs 11 arranged so as to alternately overlap with each other by the pressing force of the pressure plate 13 urged by the spring 14 are normally used. Each clutch plate 12 is pressed, and the clutch outer 8 and the clutch inner 9 are interlocked by the frictional force between the clutch disc 11 and the clutch plate 12, and
The rotational force of the crankshaft transmitted by the gear 6 is transmitted from the clutch outer 8 to the clutch inner 9 via the clutch disc 11 and the clutch plate 12,
It is input to the main shaft 4 of the transmission through the clutch inner 9.

In such a state, when the clutch is disengaged by grasping the clutch lever attached to the handle, the rotation shaft 16 of the release mechanism is rotated via the remote control wire and the axle push lever. The reciprocating shaft 17 is connected to the main shaft 4 via a rack & pinion 18.
The pressure plate 13 rotatably connected to the reciprocating shaft 17 by interlocking to move backward from
Clutch disk 11 against the urging force of spring 14
And the clutch plate 12 is separated.

As a result, the pressing force by the pressure plate 13 is released, and the clutch disc 11 is released.
And the clutch plate 12 is released from the pressure contact state, the clutch outer 8 and the clutch inner 9 are disconnected from each other due to the frictional force between the clutch disc 11 and the clutch plate 12, and the rotational force of the crankshaft transmitted to the clutch outer 8 is Just let the clutch outer 8 idle,
The transmission is not transmitted to the clutch inner 9 and the main shaft 4 of the transmission is not transmitted.
Power will not be input to the

However, by itself, even if the clutch is operated by operating the clutch lever, the pressure plate 13, the clutch inner 9, and the main shaft 4 of the transmission, which are integrally connected in the rotational direction, have their own rotational inertia. As a result, the rotation continues until it is attenuated by friction or the like. (In the case of a wet type in which the clutch 1 is installed in a case containing oil, the rotation is further increased due to the drag phenomenon caused by the viscosity of the oil interposed between each clutch disk 11 and each clutch plate 12. It will remain.)

Therefore, when performing a shift change of the transmission after the clutch is disengaged, the main shaft 4 of the transmission still rotates at a considerable rotational speed, and the difference between the rotational speed of the main shaft of the transmission and the rotational speed of the counter shaft. When the main shaft side and the counter shaft side dog clutch engage, the main shaft rotation is suddenly stopped by the load on the counter shaft side, and the shock generated at that time is transmitted to the vehicle body and The comfort will be reduced.

In order to cope with such a problem, a brake means 20 is provided opposite to the pressure plate 13 so as to brake the rotation of the pressure plate 13 in accordance with the operation of disengaging the clutch by the release mechanism. The pressure plate 13 separated from the clutch disk 11 and the clutch plate 12 via the advancing / retreating shaft 17 by the operation of the release mechanism is used as a brake means 20 by a friction member 13a provided on the outer surface thereof.
And its rotation is braked by the brake means 20.

When the rotation of the pressure plate 13 is braked by the brake means 20 in this manner, the rotation speed of the main shaft 4 of the transmission interlocked with the pressure plate 13 via the clutch inner 9 is reduced.
As a result, the difference between the rotational speeds of the main shaft and the counter shaft in the transmission is reduced, so that the occurrence of a shift shock due to the sudden stop of the rotation of the main shaft 4 during the above-described shift change is prevented.

By the way, with respect to the brake means 20 provided for braking the rotation of the pressure plate 13, in the present embodiment, the brake means 20 is provided via a brake control member 21 which can expand and contract in the axial direction of the clutch.
The brake means 20 is attached to the inner surface side of the cover member 3, whereby the brake means 20 approaches and separates from the pressure plate 13 in accordance with the expansion and contraction operation of the brake control member 21.

As the brake control member 21, for example,
Hydraulic cylinders that can expand and contract by controlling hydraulic pressure, or
Like a solenoid that can be extended and contracted by control using electrical signals,
It is possible to use appropriate means that can be remotely controlled by a common controller installed in the vehicle, and when the brake control member 21 is a hydraulic cylinder, an electric signal from the controller is used to control the brake control member 21. By controlling the opening and closing of the hydraulic system valve, the expansion and contraction of the hydraulic cylinder is controlled. When the brake control member 21 is a solenoid, the expansion and contraction of the solenoid is directly controlled by an electric signal from the controller.

By fixing one end of the brake control member 21 to the brake means 20 and fixing the other end to the inner surface of the cover member 3, the brake means 20 operates under pressure through the brake control member 21. The brake control member 21 is provided at a predetermined position facing the plate 13 and is advanced and retracted with respect to the pressure plate 13.

The operation state of the brake control member 21 is normally fixed in an extended state, and the pressure plate 13 is operated by the release of the clutch by the release mechanism.
Is moved against the urging force of the spring 14, the brake means 20 fixed to one end of the brake control member 21 frictionally contacts the pressure plate 13 at the friction member 13a to brake the rotation thereof. It is supposed to.

When the rotation of the pressure plate 13 is reduced to a predetermined rotation speed by the braking of the brake means 20, the brake control member 21 operates so as to contract at that time, and is fixed to one end of the brake control member 21. The brake means 20 moves away from the pressure plate 13 and the pressure plate 1
The braking of the rotation of No. 3 is released.

Regarding the control of the brake control member 21 performed by a common controller installed in the vehicle, for example, the brake control member 21 is contracted by a timer after a predetermined time from the start of the clutch disengagement operation by the release mechanism. Control, or by detecting the number of rotations (rotational speed) of the main shaft of the transmission and controlling the brake control member 21 to contract when the detected value is equal to or less than a predetermined value. A control method is possible, but in any case, the brake control member 21 is contracted before the rotation of the pressure plate 13 (that is, the rotation of the main shaft 4 of the transmission) is stopped by the braking by the brake means 20. Control.

When the clutch is disengaged after the release mechanism has been disengaged, the pressure plate 1
3 returns to the original position by the urging force of the spring 14 so as to press the clutch disk 11 and the clutch plate 12 together, and at the same time, the contracted brake control member 2 is controlled by the controller that detects that the clutch is engaged.
1 is stretched to its original state and fixed in that state.

According to the clutch 1 of the present embodiment in which the brake control member 21 controls the braking state of the pressure plate 13 by the brake means 20 as described above, the release mechanism is operated to disengage the clutch (the pressure plate is released). At the same time, the rotation of the pressure plate 13 is immediately braked by the brake means 20 and the rotation of the main shaft 4 of the transmission linked to the pressure plate 13 is suppressed. Is performed, the difference between the rotational speeds of the main shaft 4 and the counter shaft of the transmission is reduced, and no shift shock occurs.

Even if the operation from the time when the clutch lever is depressed to the time when the shift is changed after the operation of the release mechanism is started (after the operation of the release mechanism is started), the braking by the brake means 20 is released before the rotation of the pressure plate 13 is stopped. As a result, the main shaft 4 of the transmission interlocked with the pressure plate 13 is maintained at a state where the main shaft 4 is rotating at a small difference in the number of revolutions without completely stopping with respect to the counter shaft. The dog clutch on the main shaft side and the dog clutch on the counter shaft side are smoothly engaged, and there is no difficulty in entering the mission.

Although the embodiment of the shift shock preventing structure of the multi-plate clutch according to the present invention has been described above, the present invention is not limited to the above embodiment.
For example, a multi-plate clutch is not limited to a wet type and can be implemented in a dry type in the same manner, and a release mechanism of the clutch is provided via a remote control wire and an axle push lever as shown in the above embodiment. Rotating shaft 16
The present invention is not limited to the case in which the rotation is performed, but can also be performed in the case of a release system using hydraulic pressure.

The controller controls the brake control member 21 so that the brake control member 21 contracts when the hydraulic pressure is turned on or when the solenoid is energized.
The braking of the pressure plate 13 by 0 may be performed. On the contrary, the braking may be performed by controlling the brake control member 21 to contract when the hydraulic pressure is turned off or when the energization of the solenoid is stopped. It is possible, in which case if the device fails, it will function as a normal multiple disc clutch without brake means.

[0036]

According to the shift shock preventing structure for a multi-plate clutch as described above, shift shock that occurs when the clutch is disengaged to perform a shift change of the transmission can be prevented, and the clutch lever can be moved. Even if the shift change operation is delayed after grasping, the shift change can be performed smoothly without causing difficulty in entering the mission.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an example of a multi-plate clutch according to an embodiment of a shift shock prevention structure of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Clutch 2 Housing body (case) 3 Cover member (case) 4 Main shaft (of a transmission) 8 Clutch outer 9 Clutch inner 11 Clutch disk 12 Clutch plate 13 Pressure plate 14 Spring 16 Rotation axis (release mechanism) 17 Advance / retreat axis (Release mechanism) 20 Brake means 21 Brake control member

Claims (5)

[Claims] A clutch outer interlocking with a crankshaft, a clutch inner interlocking with a main shaft of a transmission, a plurality of clutch discs which are spline-engaged with one of them, and a plurality of clutches which are spline-engaged with the other. Via the plate and the pressure plate urged by the spring, the clutch disk and the clutch plate, which are alternately arranged, are interlocked by the frictional force generated by pressing the clutch plate by the pressure of the pressure plate. In a multi-plate clutch configured to release the pressing force of the pressure plate against the urging force, the interlock between the clutch outer and the clutch inner via the clutch disc and the clutch plate is disconnected. Press attached to Brake means for braking the rotation of the pressure plate in response to the release of the clutch by the release mechanism is provided on the shear plate, and the brake means stops the rotation of the braked pressure plate. A shift shock prevention structure for a multi-plate clutch, which is controlled so that braking on the pressure plate is released earlier than before. 2. The shift shock preventing structure for a multi-plate clutch according to claim 1, wherein the brake means releases braking on the pressure plate by controlling hydraulic pressure. 3. The shift shock preventing structure for a multi-plate clutch according to claim 1, wherein the brake means releases braking on the pressure plate by controlling a solenoid. 4. The brake means is controlled by a timer so as to release braking on the pressure plate after a predetermined time from the start of clutch release operation by the release mechanism. 4. The shift shock prevention structure of the multi-plate clutch according to any one of the above-mentioned items. 5. The brake system according to claim 1, wherein the brake means is controlled so as to release braking on the pressure plate in accordance with a detected value of the rotational speed of the main shaft of the transmission. 2. The shift shock prevention structure for a multi-plate clutch according to item 1.