JP2005291473A - Lubricating device of clutch - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a motive power loss in high rotation of an engine, by reducing a supply quantity of lubricating oil to a centrifugal clutch when the centrifugal clutch is connected. <P>SOLUTION: The centrifugal clutch 35 and a one-way clutch 40 are incorporated between a crankshaft 12 as a clutch input shaft and a primary shaft 33 as a driven shaft coaxially arranged with the crankshaft 12. A clutch drum 36 of the centrifugal clutch 35 is fastened to the primary shaft 33 by a clutch output shaft part 75. An inner rotor 81 of an oil pump 80 is fixed to the crankshaft 12, and an outer rotor 82 is rotatably installed in the clutch output shaft part 75. When the engine becomes an engine speed of a predetermined value or more and the centrifugal clutch 35 becomes a fastening state, a rotational difference between the crankshaft 12 and the primary shaft 33 is eliminated, and the oil pump 80 becomes a resting state. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a clutch lubrication device for supplying lubricating oil to a centrifugal clutch provided between a clutch input shaft and a driven shaft disposed coaxially thereto.

  Roughly terrain vehicles or all-terrain vehicles, or ATVs, also known as buggy vehicles, are four-wheeled single-seater off-road vehicles that can be used for leisure purposes such as hunting and trail touring, and in some cases as agricultural utility vehicles. It's being used. Such a power transmission device for transmitting engine power of an all-terrain vehicle to a drive wheel includes a crankshaft driven by the engine, and a belt-type continuously variable input of rotation of the crankshaft via a centrifugal clutch. And a transmission. A belt-type continuously variable transmission has a primary shaft on the transmission input shaft side and a secondary shaft on the output shaft side parallel to the primary shaft. When the crankshaft is arranged coaxially with the primary shaft, The transmission device has a two-axis configuration. On the other hand, the auxiliary shaft is arranged in parallel to the crankshaft, these two shafts are connected via a gear train, and the auxiliary shaft is driven by the crankshaft, and the primary shaft is coaxially arranged on the auxiliary shaft. If it does in this way, a power transmission device will become a 3 axis | shaft structure by which a crankshaft is arrange | positioned in parallel with a primary shaft and a secondary shaft, and the dimension of the power transmission device of a vehicle width direction becomes short.

  As described in Patent Document 1, a two-shaft ATV power transmission device has a structure in which a centrifugal clutch and a one-way clutch are mounted between a crankshaft and a coaxial primary shaft. The centrifugal clutch is used to transmit the rotation of the crankshaft to the primary shaft as the driven shaft when the rotation of the crankshaft as the clutch input shaft exceeds a predetermined rotational speed. The one-way clutch is opened without connecting the crankshaft and primary shaft when the crankshaft rotation speed is higher than the primary shaft rotation speed, and the primary shaft rotation speed is set to the crankshaft when the vehicle is decelerating. It is used to connect the primary shaft to the crankshaft to activate the engine brake when the engine speed becomes higher.

On the other hand, in the power transmission device with a three-axis configuration, a centrifugal clutch is mounted between the secondary shaft as a clutch input shaft and the primary shaft as a driven shaft. A centrifugal clutch and a one-way clutch are mounted between the sub shaft and the primary shaft.
JP-A-10-297294

  In the ATV power transmission apparatus described above, an oil pump is incorporated in the case on the engine side in order to supply lubricating oil to the members constituting the apparatus, and the oil passage formed in the case, the crankshaft Lubricating oil from the oil pump is supplied to the centrifugal clutch after being supplied to the one-way clutch through the oil passage formed in the shaft center and the oil passage formed in the boss on the input side of the centrifugal clutch. Yes. Since the oil pump driven by the engine is incorporated in a stationary member such as a case, the amount of oil supplied to the centrifugal clutch is small when the engine speed is low and increases as the engine speed increases. . Therefore, when the engine is in a low engine speed range such as when idling and the centrifugal clutch is released, lubricating oil is required. When the centrifugal clutch is connected due to an increase in the rotational speed, there is an inconvenience that the lubricating oil supplied to the centrifugal clutch increases in spite of the fact that it is not necessary to supply the lubricating oil to the centrifugal clutch. When a large amount of lubricating oil is supplied from an oil pump in a high-speed engine when there is no need to supply the lubricating oil, the power loss of the engine also increases.

  An object of the present invention is to reduce the amount of lubricating oil supplied to the centrifugal clutch when the centrifugal clutch is connected, and to reduce power loss during high engine rotation.

  A clutch lubrication device according to the present invention is provided between a clutch input shaft driven by an engine, a driven shaft disposed coaxially with the clutch input shaft, and the clutch input shaft and the driven shaft. A clutch lubrication device in a power transmission device, comprising: a centrifugal clutch that transmits the rotation of the clutch input shaft to the driven shaft when the rotation speed of the clutch input shaft becomes equal to or greater than a predetermined value. An oil pump that is rotatably attached to an inner rotor that is fixed to a shaft and is rotationally driven by the clutch input shaft, and a clutch output shaft that transmits the rotation of the clutch drum of the centrifugal clutch to the driven shaft. And when there is no rotation difference between the clutch input shaft and the driven shaft, Characterized in that to reduce the amount of lubricating oil supplied for.

  The clutch lubrication device of the present invention includes a one-way clutch for engine brake that connects the driven shaft and the clutch input shaft when the rotational speed of the driven shaft is higher than that of the clutch input shaft. It is mounted between a clutch input shaft and the clutch output shaft portion, and lubricating oil from the oil pump is supplied to the centrifugal clutch via the one-way clutch.

  In the clutch lubrication device of the present invention, a suction port communicating with a lubricating oil supply path formed in the clutch input shaft is formed in the clutch output shaft portion, and is attached to the clutch output shaft portion to be connected to the inner rotor and the A discharge port is formed in a partition plate that holds the outer rotor.

  In the clutch lubrication device of the present invention, the clutch input shaft is a crankshaft, and the driven shaft is a primary shaft of a continuously variable transmission.

  According to the present invention, when the centrifugal clutch is idling as in the idling state, lubricating oil can be supplied to the centrifugal clutch. Further, when idling, the lubricating oil can be effectively supplied to the one-way clutch having a large load, and the reliability of the one-way clutch can be improved.

  When the centrifugal clutch is connected, the supply of lubricating oil from the oil pump can be stopped, so that the oil pump can be stopped at the time of high engine rotation to reduce power loss at the time of high engine rotation. Further, when the oil pump is stopped, the lubricating oil can be supplied to other portions accordingly.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a perspective view showing an example of an ATV, which is also called a buggy vehicle, that is, an all-terrain vehicle. The vehicle body 1 is provided with front wheels 2a and 2b and rear wheels 3a and 3b. It is provided at the center of the vehicle body 1. An occupant seated in the seat 4 travels by operating the handle 5.

  2 is a schematic view showing a power transmission device mounted on the all-terrain vehicle shown in FIG. 1, and FIG. 3 is a cross-sectional view taken along the line AA in FIG. As shown in FIG. 2, a crankshaft 12 is rotatably mounted on the crankcase 11 assembled by abutting the first case body 11a and the second case body 11b, and the engine 13 is mounted as shown in FIG. It is attached. As shown in FIG. 3, the engine 13 has a cylinder 14 fixed to the crankcase 11 and a cylinder head 15 fixed to the upper end of the cylinder 14. A piston 16 is incorporated in a cylinder bore formed in the cylinder 14 so as to freely reciprocate, and a connecting rod 18 is interposed between the piston 16 and the crankpin 17 fixed to the crankshaft 12 at a position eccentric from the center of rotation. The crankshaft 12 is driven to rotate by the engine 13.

  As shown in FIG. 3, the cylinder head 15 is formed with an intake port 21 a that opens into the combustion chamber 19, and an intake valve 22 a for opening and closing the intake port 21 a is attached to the cylinder head 15. The cylinder head 15 has an exhaust port 21b that opens into the combustion chamber 19, and an exhaust valve 22b for opening and closing the exhaust port 21b is mounted on the cylinder head 15. A camshaft 23 is rotatably mounted on the cylinder head 15, and a rocker arm 24a for opening / closing the intake valve 22a and an exhaust valve 22b for opening / closing the rocker shaft 24 provided in parallel therewith. The rocker arm 25b is rotatably mounted. As shown in FIG. 2, a sprocket 26 is fixed to the crankshaft 12, and a timing chain (not shown) is spanned between a sprocket (not shown) fixed to the camshaft 23, and an intake valve 22 a The exhaust valve 22b is driven to open and close at a predetermined timing through the camshaft 23 and the rocker arms 25a and 25b as the crankshaft 12 rotates.

  As shown in FIG. 2, a transmission case 31 is attached to the crankcase 11, and a belt-type continuously variable transmission 32 is incorporated in the transmission case 31. The continuously variable transmission 32 is coaxial with the crankshaft 12 and is rotatably mounted in the transmission case 31 and in the transmission case 31 in parallel with the primary shaft 33. The primary shaft 33 is connected to a clutch drum 36 of a centrifugal clutch 35 incorporated between the secondary shaft 34 and the crankshaft 12.

  A primary pulley 37 having a variable groove width is assembled to the primary shaft 33, and the primary pulley 37 is fixed to the primary shaft 33 and rotates integrally with the primary shaft 33, and moves in the axial direction with respect to the primary shaft 33. The movable pulley 37b is freely assembled and rotated integrally with the primary shaft 33. A secondary pulley 38 with a variable groove width is assembled to the secondary shaft 34, and the secondary pulley 38 is fixed to the secondary shaft 34 and moves in the axial direction with respect to the secondary shaft 34 and a fixed pulley 38 a that rotates integrally therewith. A movable pulley 38b that is freely assembled and rotates integrally with the secondary shaft 34 is configured. Between these pulleys 37 and 38, a rubber V-belt 39 is stretched. When the winding diameter of the V-belt 39 around the primary pulley 37 and the secondary pulley 38 changes, the primary shaft 33 does not rotate. The gear ratio changes in stages and is transmitted to the secondary shaft 34. A plurality of columnar centrifugal weights 42 are mounted on the primary pulley 37 so as to be perpendicular to the rotation center of the primary shaft 33 by cam plates 41 fixed to the primary shaft 33. In order to apply a tightening force to the V-belt 39, a compression coil spring 43 is mounted.

  Therefore, when the rotation speed of the primary shaft 33 becomes high with the crankshaft 12 rotating at a predetermined speed or higher and the primary shaft 33 and the crankshaft 12 are fastened via the centrifugal clutch 35, the centrifugal weight is increased. 42 moves outward in the radial direction by the centrifugal force applied thereto, the groove width of the primary pulley 37 is narrowed, and the winding diameter of the pulley 37 is increased. As a result, the groove width of the secondary pulley 38 expands against the spring force, the winding diameter of the V belt 39 around the secondary pulley 38 is reduced, and the gear ratio of the continuously variable transmission 32 changes to the high speed stage side.

  As shown in FIG. 2, a one-way clutch, that is, a one-way clutch 40 is incorporated between the crankshaft 12 and the clutch drum 36, and the one-way clutch 40 has a rotation speed of the crankshaft 12 of the primary shaft 33. When the number is higher than the number, the crankshaft 12 and the primary shaft 33 are opened without being connected, and the rotational speed of the primary shaft 33 is higher than the rotational speed of the crankshaft 12 such as during deceleration of the vehicle where the accelerator is returned. When it becomes higher, the primary shaft 33 is connected to the crankshaft 12 to activate the engine brake.

  As shown in FIG. 2, a gear case 44 is assembled to the transmission case 31, and a secondary shaft 34 is supported on the gear case 44, and an output shaft 45 is rotatably mounted in parallel with the secondary shaft 34, Further, an axle 46 is rotatably mounted parallel to the output shaft 45, and the axle 46 is directly connected to the rear wheels 3a and 3b shown in FIG. Between the secondary shaft 34 and the output shaft 45, there is provided a forward rotation gear train 47 including a gear integrally provided on the secondary shaft 34 and a gear rotatably mounted on the output shaft 45. A reverse gear train 48 is provided which includes a gear integrally provided on the shaft 34, a gear rotatably mounted on the output shaft 45, and an idler gear (not shown) meshing with the gear.

  In order to switch the rotation direction of the output shaft 45 between the forward rotation direction and the reverse rotation direction, a forward / reverse switching mechanism 49 is mounted on the output shaft 45. As shown in FIG. 2, the forward / reverse switching mechanism 49 includes switching disks 51 a and 51 b that respectively mesh with splines provided on the output shaft 45, and these switching disks 51 a and 51 b are axially connected to the output shaft 45. It is slidably attached to. When the switching disk 51a is engaged with the gear train 47, the rotation of the secondary shaft 34 is transmitted in the forward direction to the axle 46 and the vehicle moves forward. On the other hand, when the switching disk 51b is engaged with the gear train 48, the rotation of the secondary shaft 34 is transmitted in the reverse direction to the axle 46, and the vehicle moves backward.

  As shown in FIG. 2, a balancer shaft 52 is rotatably mounted on the crankcase 11 in parallel with the crankshaft 12, and the balancer shaft 52 is fixed to the drive gear 53 a fixed to the crankshaft 12 and the balancer shaft 52. It is connected to the crankshaft 12 through a gear train 53 comprising a driven gear 53b. A balance weight 54 is integrally provided on the balancer shaft 52, and is connected to a rotor of an oil pump 55 mounted on the crankcase 11. The lubricating oil discharged from the oil pump 55 is slid in the power transmission device. The moving part is supplied through an oil passage (not shown).

  As shown in FIG. 2, a power generator case 56 is attached to the crankcase 11, and a power generator 57 is mounted in the power generator case 56, and the power generator 57 is connected to the crankshaft 12. And an outer rotor 58 attached to the crankcase 11 and a stator 59 attached to the crankcase 11. Therefore, when the engine 13 is driven and the crankshaft 12 rotates, the electric power generated by the power generator 57 is charged in a battery (not shown).

  In order to start the engine, a starter 61 is mounted in the power generator case 56, and the starter 61 is driven by an electric motor 62 attached to the crankcase 11. A recoil starter 63 is mounted in the power generator case 56 in order to start the engine 13 manually when the charge amount of the battery is insufficient and the engine 13 cannot be started by the starter 61. The recoil starter 63 has a recoil pulley 64 around which a recoil rope is wound. When the recoil rope 64 is pulled and the recoil pulley 64 is rotated, the crankshaft 12 rotates and the engine 13 can be started manually.

  4 is an enlarged cross-sectional view showing a part of FIG. 2. As shown in FIG. 4, the centrifugal clutch 35 is provided between a crankshaft 12 as a clutch input shaft and a primary shaft 33 as a driven shaft. And an inner plate 66 which is incorporated in the clutch drum 36 so as to face the crankshaft 12 in the radial direction. The inner plate 66 is integrally provided with a boss portion 67 splined to the crankshaft 12, and the boss portion 67 is fastened to the crankshaft 12 by a nut 68 screwed to the crankshaft 12. A centrifugal weight shoe 72 is rotatably attached to the inner plate 66 by a support pin 71 fixed thereto. The centrifugal weight shoe 72 has a free end portion in a direction away from the inner surface of the clutch drum 36. A spring force is applied by the coil spring 73. Therefore, when the rotational speed of the crankshaft 12 becomes equal to or greater than a predetermined value, the centrifugal weight shoe 72 is rotated outward by centrifugal force, and the free end portion thereof contacts the inner peripheral surface of the clutch drum 36 and the clutch drum 36 Rotates integrally with the crankshaft 12, and the rotation is transmitted to the primary shaft 33.

  A clutch output shaft portion 75 having a flange portion 75 a and a journal portion 75 b is integrally provided at the inner end portion of the primary shaft 33, and the flange portion 75 a of the clutch output shaft portion 75 is caulked to the clutch drum 36. A bearing 76 which is fixed by a pin 74 and is attached to the partition wall 31a of the transmission case 31 is fitted into the journal portion 75b. The clutch output shaft 75 transmits the rotation of the clutch drum 36 to the primary shaft 33 as a driven shaft. The above-described one-way clutch 40 is incorporated between the clutch output shaft portion 75 and the boss portion 67. The outer ring of the bearing 76 that supports the inner end portion of the primary shaft 33 is fixed by a lid member 77 attached to the partition wall 31a, and a mechanical seal 78 is incorporated between the lid member 77 and the journal portion 75b. Yes.

  The clutch output shaft portion 75 is formed with a recess into which the end of the crankshaft 12 is inserted. An oil pump 80 is incorporated in the recess, and the oil pump 80 is fixed to the crankshaft 12 and is moved by the crankshaft 12. An inner rotor 81 that is rotationally driven and an outer rotor 82 that is rotatably mounted in a recess formed in the clutch output shaft portion 75 and meshes with the inner rotor 81 are included. The inner rotor 81 and the outer rotor 82 are held on the clutch output shaft portion 75 by a partition plate 84 attached by a stop ring 83 in the recess of the clutch output shaft portion 75.

  FIG. 5 is an enlarged cross-sectional view taken along the line BB in FIG. 4. The inner rotor 81 of the oil pump 80 is provided with an external gear, and the outer rotor 82 is provided with an internal gear. The pump 80 is an inscribed gear pump. The inner rotor 81 rotates about a rotation center O1 coinciding with the rotation center of the crankshaft 12, and the outer rotor 82 has a rotation center O2 eccentric with respect to the rotation center O1. Rotate to center. Each gear has an involute tooth profile, but a trochoidal gear pump may be used. The clutch output shaft portion 75 is formed with a lubricating oil supply passage 85 at the center of the crankshaft 12, and this lubricating oil supply passage 85 is connected to the oil shown in FIG. 2 via a communication oil passage 85 a formed in the crankpin 17. The lubricating oil discharged from the oil pump 55 is supplied to the lubricating oil supply passage 85. A suction port 86 that communicates with the lubricating oil supply passage 85 and guides the lubricating oil to the oil pump 80 is formed in the clutch output shaft portion 75, and a discharge port 87 that discharges the lubricating oil from the oil pump 80 is formed in the partition plate 84. Has been. The lubricating oil discharged from the discharge port 87 is supplied to the one-way clutch 40 and is supplied from the one-way clutch 40 to the inside of the centrifugal clutch 35.

  The crankshaft 12 driven by the engine 13 is connected to the primary shaft 33 via a centrifugal clutch 35, and when the rotational speed of the crankshaft 12 exceeds a predetermined value, the crankshaft 12 is connected to the primary shaft via the centrifugal clutch 35. Therefore, the crankshaft 12, the primary shaft 33, and the clutch output shaft portion 75 have a rotational difference until the crankshaft 12 reaches a predetermined rotational speed or more. Is supplied from the discharge port 87 to the one-way clutch 40 and the centrifugal clutch 35. Therefore, when the engine is running at a low speed, such as when idling, relative movement occurs between the clutch drum 36 and the member incorporated therein, and the members constituting the one-way clutch 40 slide. However, in this state, the sliding portion and the like are reliably lubricated by the lubricating oil supplied from the oil pump 80.

  On the other hand, when the rotation of the crankshaft 12 rises and the crankshaft 12 and the primary shaft 33 are directly connected by the centrifugal clutch 35, no rotational difference occurs between the crankshaft 12 and the primary shaft 33, and the inner rotor 81 and the outer The rotation difference between the rotor 82 and the oil pump 80 disappears, and the oil pump 80 is stopped and does not operate. This prevents a load for driving the oil pump 80 from being applied to the engine 13. Further, the amount of discharge of the lubricating oil supplied to the one-way clutch 40 and the centrifugal clutch 35 is reduced by the lubricating pressure applied to the suction port 86 from the lubricating oil supply passage 85 to the extent that the lubricating oil slightly leaks from the discharge port 87. Although the supply amount decreases, at that time, the members constituting the one-way clutch 40 and the centrifugal clutch 35 do not slip, so that even if the oil pump 80 stops operating, the members are not burned. Moreover, the suction port 86 of the oil pump 80 is supplied with lubricating oil from a constantly driven oil pump 55 driven by the balancer shaft 52 to various sliding parts other than the oil pump 80. Since the lubricating oil supplied to the one-way clutch 40 and the like is reduced, the lubricating oil supplied to other parts is increased. Therefore, even if the main oil pump 55 that is always driven is reduced in size, the engine height is increased. Sufficient lubricating oil can be supplied to a location that is required during rotation or traveling of the vehicle.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the power transmission device of the present invention, the crankshaft 12 and the primary shaft 33 of the belt type continuously variable transmission are coaxially arranged, and the centrifugal clutch 35 and the one-way clutch are interposed between the crankshaft 12 and the primary shaft 33. 40 is mounted, but the crankshaft is arranged parallel to the crankshaft and driven by the crankshaft via the gear train, and the secondary shaft is parallel to each other and coaxial with the subshaft. The present invention can also be applied to a power transmission device for ATV having a three-axis configuration in which primary shafts are arranged in a shape. In that case, the countershaft is used as a clutch input shaft and the primary shaft is used as a driven shaft, and a centrifugal clutch and a one-way clutch are incorporated between them.

It is a perspective view which shows an example of the all-terrain vehicle. It is the schematic which shows the power transmission device mounted in the all-terrain vehicle shown by FIG. It is sectional drawing of the direction in alignment with the AA in FIG. It is sectional drawing which expands and shows a part of FIG. It is sectional drawing which follows the BB line in FIG.

Explanation of symbols

11 Crankcase 12 Crankshaft (clutch input shaft)
32 Belt type continuously variable transmission 33 Primary shaft (driven shaft)
34 Secondary shaft 35 Centrifugal clutch 36 Clutch drum 37 Primary pulley 40 One-way clutch 66 Inner plate 72 Centrifugal weight shoe 75 Clutch output shaft portion 80 Oil pump 81 Inner rotor 82 Outer rotor 84 Partition plate 85 Lubricating oil supply path 86 Intake port 87 Discharge port

Claims (4)

A clutch input shaft driven by the engine, a driven shaft arranged coaxially with the clutch input shaft, and a rotational speed of the clutch input shaft provided between the clutch input shaft and the driven shaft is predetermined. A clutch lubrication device in a power transmission device having a centrifugal clutch that transmits rotation of the clutch input shaft to the driven shaft when the value becomes equal to or greater than a value;
An inner rotor fixed to the clutch input shaft and driven to rotate by the clutch input shaft;
An outer rotor that is rotatably mounted on a clutch output shaft portion that transmits the rotation of the clutch drum of the centrifugal clutch to the driven shaft, and constitutes an oil pump together with the inner rotor;
2. A clutch lubrication apparatus, comprising: reducing a supply amount of lubricating oil to the centrifugal clutch when there is no rotational difference between the clutch input shaft and the driven shaft.   2. The clutch lubrication device according to claim 1, wherein the one-way clutch for engine brake connects the driven shaft and the clutch input shaft when the rotational speed of the driven shaft becomes higher than that of the clutch input shaft. Is installed between the clutch input shaft and the clutch output shaft portion, and the lubricating oil from the oil pump is supplied to the centrifugal clutch through the one-way clutch.   3. The clutch lubrication apparatus according to claim 1 or 2, wherein a suction port communicating with a lubricating oil supply path formed in the clutch input shaft is formed in the clutch output shaft portion, and is attached to the clutch output shaft portion. A clutch lubrication device, wherein a discharge port is formed in a partition plate that holds an inner rotor and the outer rotor. The clutch lubrication device according to any one of claims 1 to 3, wherein the clutch input shaft is a crankshaft, and the driven shaft is a primary shaft of a continuously variable transmission. Lubrication device.

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