JP2009216116A - Vehicular centrifugal clutch device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular centrifugal clutch device for reducing a difference between rotating speed in clutch stall and rotating speed in clutch-in by preventing the generation of a judder on a centrifugal weight in clutch-in. <P>SOLUTION: The vehicular centrifugal clutch device is provided for connecting an input shaft 20 to an output shaft 8. The device comprises a centrifugal weight provided on the inner peripheral face of an clutch outer 60 on the outer periphery of a driving plate 23 driven by the input shaft 20 and journaled to the driving plate 23 in a friction-engageable manner. The centrifugal weight is composed of a main weight 31 journaled 30 to the driving plate 23 so as to be turnable, and a sub weight 41 journaled 30 to the driving plate 23 so as to be turnable. The sub weight 41 gives a force to the main weight 31 to push the main weight 31 against the clutch outer 60 in rotation. A vibration absorbing damper member 41 is interposed between the main weight 31 and the sub weight 41. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicular centrifugal clutch device that transmits the output of an internal combustion engine mounted on a vehicle such as a motorcycle to wheels.

  A centrifugal clutch device in a vehicle such as a motorcycle is acted upon rotation of a drive plate connected to an input shaft, a clutch outer that coaxially surrounds the outer periphery of the drive plate and connected to an output shaft, and the drive plate. A centrifugal weight pivotally supported on the drive plate so as to rotate outwardly against the force of the spring in response to the centrifugal force and frictionally engage with the inner peripheral surface of the clutch outer. The input shaft is connected to the output shaft by frictional engagement of the weight with the inner peripheral surface of the clutch outer.

  In such a centrifugal clutch device for a vehicle, when the clutch lining of the centrifugal weight (clutch shoe) begins to frictionally engage with the inner peripheral surface of the clutch outer (clutch housing), a radial direction called judder is applied to each centrifugal weight and Vibration in the circumferential direction is likely to occur. That is, when each centrifugal weight is pressed against the clutch outer by the action of centrifugal force, the collision and rebound between the clutch outer and the centrifugal weight are repeated, causing judder. The judder vibration occurs on an arcuate locus in which the centrifugal weight rotates, and the vibration is difficult to converge when the relationship between the rotation angle of the centrifugal weight and the centrifugal force is uniform.

  As a judder prevention measure, Patent Document 1 discloses a technique for reducing vibration and noise during clutch-in using a damper that prevents radial and circumferential vibrations.

JP 2002-39227 A

  However, even in this technology, the force that presses the centrifugal weight against the inner circumferential surface of the clutch outer is only the centrifugal force that acts on the centrifugal weight, so the clutch lining is strongly pressed against the clutch outer while the judder is still difficult to converge. The problem remains that it is difficult to reduce the difference between the rotational speed when the driving force is transmitted and the vehicle body starts to move (clutch stall rotational speed) and the rotational speed when the clutch is engaged.

  The present invention has been made to solve the above-described problems. In a centrifugal clutch device for a vehicle, judder generated in each centrifugal weight is prevented at the time of clutch-in, and the clutch stall rotational speed and the rotational speed at the time of clutch-in are prevented. The aim is to reduce the difference.

  According to the first aspect of the present invention, there is provided a drive plate connected to the input shaft, a clutch outer that coaxially surrounds the outer periphery of the drive plate and connected to the output shaft, and a centrifugal force that acts as the drive plate rotates. A centrifugal weight pivotally supported on the drive plate so as to rotate outwardly against the force of the spring according to the force and to frictionally engage the inner peripheral surface of the clutch outer. In a vehicular centrifugal clutch device in which an input shaft is connected to an output shaft by frictional engagement with an inner peripheral surface of a clutch outer, the centrifugal weight is pivotally supported by the drive plate so as to be rotatable outward by centrifugal force. A weight, and a subweight pivotally supported by the drive plate so as to be pivotable outward by centrifugal force. The subweight is caused by centrifugal force acting on the subweight. When rotated outward, and which are located at a position to provide a force for pressing the main weight in the clutch outer to the main weight.

  According to a second aspect of the present invention, in the centrifugal clutch device for a vehicle according to the first aspect, the rotation direction of the sub weight is opposite to the rotation direction of the main weight. The sub-weight is arranged with respect to the main weight so as to apply the force pressing the clutch outer to the free end of the main weight.

  According to a third aspect of the present invention, in the centrifugal clutch device for a vehicle according to the first or second aspect, a damper member is interposed between the sub weight and the main weight.

  According to a fourth aspect of the present invention, in the centrifugal clutch device for a vehicle according to the third aspect, the damper member includes a base portion and a convex portion protruding from the base portion, and the base portion is in contact with the main weight, A concave portion into which the convex portion is fitted is provided in the sub-weight.

  According to the first aspect of the present invention, when the sub weight is rotated outward by the centrifugal force acting on the sub weight, a force pressing the main weight against the clutch outer is applied to the main weight. At this time, the pressing force is transmitted to the clutch outer in the order of the main weight and the sub weight, and at this time, the sub weight is rotated outward by the centrifugal force, so that the force for further pressing the main weight against the clutch outer is added, and the vibration is thereby caused. Is dumped.

  And since the pressing force against the main weight is increased by the centrifugal force acting on the sub-weight, the clutch stall rotation speed can be reduced, and the difference between the clutch stall rotation speed and the rotation speed during clutch-in can be reduced. it can.

  In the invention according to claim 2, since the rotation direction of the sub weight outward is opposite to the rotation direction of the main weight outward, vibration is easily damped, and the sub weight Since the weight is applied to the free end of the main weight instead of the intermediate weight, the large weight acts on the main weight 31, and even if the sub weight is small, the weight is effectively applied to the main weight. You can apply power.

  In the invention according to claim 3, since the damper member is interposed between the sub weight and the main weight, the movement of both the main weight and the sub weight can be damped by one damper member, and the damper member is supported. By not requiring a member, the centrifugal clutch device can be simplified and reduced in weight.

  In the invention according to claim 4, as the damper member, a member in which the convex portion protrudes from the base portion is used, the base portion is in contact with the main weight, and the convex portion is fitted into the concave portion of the sub weight. Due to the centrifugal force acting, the sub-weight can be smoothly rotated outward, and the damper member convex portion is directed in the direction of the reaction force received by the centrifugal weight at the time of clutch-in, so that vibration can be easily reduced.

  Embodiments of a centrifugal clutch device for a vehicle according to the present invention will be described below with reference to the drawings.

  FIG. 1 shows a mechanism for transmitting a driving force from an internal combustion engine E to a rear wheel in a motorcycle including an embodiment of a vehicle centrifugal clutch device. The internal combustion engine E includes a cylinder 2 in a cylinder block and a piston 3 that is driven to reciprocate by combustion gas therein, and the reciprocating motion of the piston 3 is converted to rotation of the crankshaft 5 through a connecting rod 4. A driving pulley 6 is supported at one end of the crankshaft 5 and an endless V-belt 7 is wound around the driving pulley 6. The V-belt 7 is wound around a driven pulley 9 around the output shaft 8. The driving pulley 6, the driven pulley 9, and the V belt 7 constitute a known V belt type continuously variable transmission. Therefore, the driven pulley 9 is rotationally driven from the crankshaft 5 through the drive pulley 6 and the V-belt 7 by the operation of the internal combustion engine E. The rotation of the driven pulley 9 is transmitted to the output shaft 8 via the vehicle centrifugal clutch device CL which forms the gist of the present invention, as will be described later.

  As is well known, the drive pulley 6 of the continuously variable transmission changes the width of the V-shaped belt groove formed between the fixed pulley half 6a and the movable pulley half 6b to change the continuously variable transmission continuously. Shifting is performed. The movable pulley half 6b is shifted in the axial direction with respect to the fixed pulley half 6a by the movable weight roller R according to the centrifugal force to perform a shift.

  In FIG. 1, a cylinder head HD and a cylinder cover CV are provided on a cylinder block having a cylinder 2, and a cam shaft CS is rotatably supported in the cylinder cover CV. The camshaft CS is rotationally driven via the timing belt B by the crankshaft 5. The cylinder head HD is provided with a spark plug IG toward the combustion chamber. A cooling fan F is provided at the end of the crankshaft 5, and a cooling radiator RD is provided outside thereof. Note that G represents a generator, G1 represents its outer, R represents an R case, L represents an L case, and TC represents a transmission case cover. The transmission case cover TC is provided with an inlet TCI for cooling air.

  When the output shaft 8 is driven to rotate, the rotation is transmitted to the intermediate shaft 12 via the driven gear 11 that meshes with the gear 10 on the output shaft 8, and further, the driven gear 14 that meshes with the gear 13 on the intermediate shaft 12 is transmitted. To the rear wheel axle 15, whereby a rear wheel (not shown) on the rear wheel axle 15 is rotationally driven. These members are accommodated in the gear case GC.

  The details of the centrifugal clutch device CL for vehicles will be described with reference to FIG. 2 which is an enlarged view of the main part of FIG. In FIG. 2, a driven pulley 9 that is rotationally driven by a drive pulley 6 via the V-belt 7 comprises a fixed pulley half 9a and a movable pulley half 9b, as is well known. The hollow shaft 20 is rotatably supported around the output shaft 8.

  On the other hand, the movable pulley half 9b is fixed to the sliding sleeve 21 fitted around the hollow shaft 20, and is integrated with the sliding sleeve 21 along the axial direction of the hollow shaft 20 on the hollow shaft 20. It can be displaced in the axial direction. A disc-shaped drive plate 23 is integrally fixed to the end of the hollow shaft 20 opposite to the driven pulley 9. That is, the drive plate 23 is fixed to the end of the hollow shaft 20 by fitting the hole in the center of the drive plate 23 to the end of the hollow shaft 20 and screwing the fastening nut 24 to the end of the hollow shaft 20. . In the illustrated embodiment, the drive plate 23 is a disk having an annular step 23a in the middle.

  A coil spring 25 is interposed between the drive plate 23 and the movable pulley half 9b to elastically press the movable pulley half 9b toward the fixed pulley half 9a. A key 26 is inserted between the hollow shaft 20 and the sliding sleeve 21 to prevent relative rotation therebetween, and bearings 27 and 28 are interposed between the hollow shaft 20 and the output shaft 8.

  As shown in FIG. 2, the base end of the support shaft 30 is fixed at a position near the periphery of the disc-shaped drive plate 23. The support shaft 30 extends parallel to the hollow shaft 20 in a direction perpendicular to the surface of the drive plate 23, and a main weight 31 constituting a centrifugal weight is pivotally attached to the support shaft 30 at its base end. Has been. The main weight 31 is an arc-shaped arm as shown in FIG. 3, and in this embodiment, three main weights 31 are arranged along the surface of the drive plate 23 and along the peripheral edge thereof. The three support shafts 30 are disposed at positions near the peripheral edge of the drive plate 23 at equal angular intervals.

  As is well known, one end of the tension coil spring 33 is hooked in the small hole 32 in the middle portion of each main weight 31, and the other end is hooked in the small hole 34 in the protruding portion of the base portion of the adjacent main weight 31. The tension coil spring 33 imparts elasticity to the main weight 31 that resists the main weight 31 from rotating radially outward of the drive plate 23 about the support shaft 30. A clutch lining 35 made of a friction material is attached to the outer surface of the free end of each main weight 31.

  Referring to FIG. 5 that shows a part of FIG. 3 in an enlarged manner, a notch 36 is formed at the free end of the main weight 31 opposite to the support shaft 30. The notch 36 is formed only in the drive plate 23 side half (the back side half of the thickness) of the thickness of the free end of the main weight 31 in FIG. On the side (front side), the surface of the main weight 31 extends in a planar shape to the tip end portion 38. The notch 36 includes a flat seat portion 36a that extends substantially in the circumferential direction, a contact portion 36b that rises substantially perpendicular to the seat portion 36a, and a recessed portion 36c that is adjacent to the contact portion 36b. And the seat part 36a, the contact part 36b, and the recessed part 36c are arrange | positioned adjacently toward the outer side (upper side of FIG. 5) from the inner side (lower side of FIG. 5) of the main weight 31 in this order. A protruding portion 37 is formed at the distal end portion of the main weight 31 in the circumferential direction so as to cover the notch 36 from the radially outer side.

  As shown in FIG. 6, a sub weight 40 and a damper member 41, which characterize the present invention, are provided from another main weight 31 adjacent to the tip 38 of each main weight 31 toward the notch 36. . Details of the subweight 40 and the damper member 41 are shown in FIG. The sub-weight 40 is formed of an arm-shaped plate material, a hole 43 for pivotal wear is formed at the base end portion 42, and a concave portion 44 that is opened in a direction intersecting the length direction of the arm is formed at the distal end portion. . The inner surface of the recess 44 is formed to have a smooth curved surface. A tip protrusion 45 is further formed at the tip of the portion where the recess 44 is formed.

  As shown in FIG. 6, the subweight 40 is pivotally attached to the support shaft 30 by fitting the hole 43 of the base end portion 42 to the support shaft 30 of the main weight 31, and the main weight 31 is circumferentially moved. It extends in the circumferential direction opposite to the direction extending in the direction. The front end portion of the sub weight 40 reaches the position of the notch 36 at the free end portion of the adjacent main weight 31. In this state, the recessed portion 44 of the subweight 40 is located on the radially outer side of the seat portion 36a of the notch 36 of the main weight 31, and opens in a direction facing the seat portion 36a. The tip projection 45 of the subweight 40 is accommodated in the notch 36 at a position facing the recess 36 c of the notch 36 of the main weight 31.

  The damper member 41 shown in FIG. 7 is made of an elastic material such as rubber, and has a shape in which a cylindrical protrusion 41b integrally protrudes from the surface of a substantially rectangular parallelepiped base 41a. The columnar convex portion 41b is formed to have a dimension capable of engaging with the concave portion 44 of the subweight 40 with a sufficient margin, and the tip end portion of the cylindrical convex portion 41b is formed into a smooth curved surface.

  In FIG. 8 showing a cross section taken along line V111-V111 in FIG. 6, the main weight 31 has a notch 31a formed by cutting out a half of the thickness on the drive plate 23 side in the region of the support shaft 30. The base end portion 42 of the sub weight 40 is inserted into the notch 31 a and the sub weight 40 is pivotally attached to the support shaft 30. The subweight 40 extends upward as viewed in FIG. 8 toward the tip projection 45, and the concave portion 44 and the tip projection 45 are inserted into the notch 36 at the free end of the adjacent main weight 31. Since the notch 36 is formed on the drive plate 23 side, the subweight 40 extends along the surface of the drive plate 23.

  The damper member 41 is assembled to the main weight 31 and the sub weight 40 arranged as described above as shown in FIG. That is, the damper member 41 has a bottom surface of the base portion 41a seated on the seat portion 36a of the notch 36 at the free end of the main weight 31, and one side surface of the base portion 41a abutted against the contact portion 36b of the notch 36. The cylindrical convex portion 41b is assembled so as to engage with the concave portion 44 of the subweight 40. In this state, the tip end portion of the cylindrical convex portion 41 b comes into contact with the bottom wall of the recess portion 44 with a margin, and the tip protrusion 45 of the subweight 40 faces the recessed portion 36 c of the notch 36.

  As described above, the three sets of main weight 31, sub weight 40 and damper member 41 are assembled on the surface of the drive plate 23 as shown in FIG. As shown in FIG. 2, three holes formed in the annular side plate 50 are fitted, and the side plate 50 is fixed by a circlip 51 or the like. As a result, the main weight 31 and the sub weight 40 are rotatably supported between the drive plate 23 and the side plate 50 in a predetermined positional relationship.

  As shown in FIG. 2, a clutch housing, that is, a clutch outer 60 is fixed to the end of the output shaft 8. The clutch outer 60 is composed of a disc-like portion 60a and a cylindrical portion 60b projecting so as to coaxially surround the output shaft 8 from the periphery of the disc-like portion 60a, and the central hole of the disc-like portion 60a is the output shaft 8 Are fastened integrally to the output shaft 8 by a fastening nut 61 screwed into the end portion of the output shaft. Therefore, when the clutch outer 60 is driven to rotate, the output shaft 8 is driven to rotate.

  Next, the operation of the above-described vehicle centrifugal clutch device of the present invention will be described.

  When the crankshaft 5 is rotationally driven by operating the internal combustion engine E, the hollow shaft 20 is rotationally driven via the drive pulley 6, the V belt 7 and the driven pulley 9 of the continuously variable transmission. By changing the continuously variable transmission, the shift from the crankshaft 5 to the hollow shaft 20 is adjusted continuously. The sliding sleeve 21 on the outer periphery of the hollow shaft 20 is also rotationally driven together with the hollow shaft 20. The hollow shaft 20 and the sliding sleeve 21 that rotates together with the hollow shaft 20 constitute an input shaft from the internal combustion engine E to the vehicle centrifugal clutch device CL.

  When the rotational speed of the hollow shaft 20 increases due to the operation of the internal combustion engine E, the rotational speed of the drive plate 23 integrated with the hollow shaft 20 also increases in FIG. The centrifugal force acting on the main weight 31 is increased, and the force of the tension coil spring 33 moves from the normal position shown in FIG. 3 to the position where the free end of the main weight 31 faces radially outward of the drive plate 23. Displaces against As shown in FIG. 4, the friction material clutch lining 35 outside the free end of each main weight 31 is frictionally applied to the inner peripheral surface of the cylindrical portion 60b of the clutch outer 60, as shown in the lower part of FIG. Start to touch (clutch in). Thereafter, when the rotational speed of the drive plate 23 is further increased, the clutch lining 35 is further frictionally engaged with the inner peripheral surface of the cylindrical portion 60b of the clutch outer 60, whereby the clutch lining 35 is strongly engaged with the clutch outer 60. The clutch outer 60 is rotated by being applied with a torque enough to move the vehicle, and the output shaft 8 integrated with the clutch outer 60 is driven to rotate, and the axle 15 is driven to rotate via the intermediate shaft 12 to drive the vehicle. Begins to move.

  In conventional centrifugal clutch devices for vehicles, when the clutch lining of the centrifugal weight starts to frictionally engage with the inner peripheral surface of the clutch outer, collision and rebound between the clutch outer and the centrifugal weight occur, and the centrifugal weight is juddered. However, in the embodiment of the present invention, judder is prevented as follows.

  As the rotational speed of the drive plate 23 increases, the centrifugal force acting on the main weight 31 rotates toward the inner peripheral surface of the cylindrical portion 60b of the clutch outer 60, and at the same time, centrifugal force also acts on the subweight 40. The sub weight 40 is rotationally displaced toward the inner peripheral surface of the cylindrical portion 60b of the clutch outer 60. As a result, the sub weight 40 swings in the direction of rotation opposite to the main weight 31 adjacent to the tip end side. For example, in FIG. 6, the main weight 31 indicated by the phantom line rotates in the clockwise direction, while the sub weight 40 rotates in the counterclockwise direction around the support shaft 30.

  The above-described rotational displacement of the main weight 31 and the subweight 40 accompanying the increase in the rotational speed of the drive plate 23 is the rotational displacement from the state shown in FIG. 3 to the state shown in FIG. In the case of FIG. 4, the clutch lining 35 is displaced outward in the radial direction as compared with the case of FIG. In the state of FIG. 4, the tip of the subweight 40 is displaced radially outward, so that the tip of the subweight (the back side of the recess 44) abuts the inner surface of the tip projection 37 of the main weight 31. The clutch lining 35 of the main weight 31 is pressed radially outward by the action of centrifugal force. Therefore, the main weight 31 receives the pressing force by the sub weight 40 in addition to the pressing force by the centrifugal force acting on the main weight 31 itself by the action of the sub weight 40. For this reason, the clutch lining 35 is pressed with a stronger force on the inner peripheral surface of the cylindrical portion 60b of the clutch outer 60 than in the conventional case.

  The above operation of the pressing force is as shown in FIG. FIG. 9 is a graph in which the horizontal axis represents the clutch rotational speed and the vertical axis represents the centrifugal force. The curve of the change in centrifugal force acting on the main weight 31 as the clutch rotational speed increases is indicated by A. A curve of the change in centrifugal force acting on the subweight 40 as the number increases is indicated by B. When the clutch rotational speed increases to the rotational speed C and the clutch is engaged, the clutch lining 35 of the main weight 31 is frictionally engaged with the inner peripheral surface of the cylindrical portion 60b of the clutch outer 60, and the rotational clutch of the drive plate 23 is engaged. Transmission to the outer 60 begins. Above this rotational speed C, the pressing force acting on the clutch outer 60 by both the main weight 31 and the sub-weight 40 becomes A + B, and the pressing force curve shows a characteristic that further increases in the region above the rotational speed C. The rebound of the main weight 31 is less likely to occur.

  On the other hand, when the distal ends of the main weight 31 and the subweight 40 are displaced radially outward by the action of centrifugal force, the protrusion of the damper member 41 is caused by the relative radial outward displacement of the main weight 31 and the subweight 40. The portion 41b is pressed to one side in the recess 44 of the subweight 40. At this time, the circumferential relative position of the damper member 41 is stabilized by the contact portion 36b of the notch 36. Since the centrifugal force acting on the main weight 31 is larger than the centrifugal force acting on the subweight 40, the damper member 41 is located between the free end portion of the main weight 31 and the tip portion of the subweight 40 in the clutch-in state. An elastic body that receives a compressive force and absorbs vibrations is interposed between the weights 31 and 40 in a compressed state. As a result, even if vibration occurs in the weights 31 and 40, it is absorbed by the damper member 41.

  Therefore, when the clutch is engaged, the collision and rebound phenomenon between the clutch outer 60 and the weights 31 and 40 are absorbed by the damper member 41, and further, the sub weight 40 presses the main weight 31 from the inside by centrifugal force. As a result, the pressing force of the weights 31, 40 on the clutch outer 60 is increased, and rebound and vibration are suppressed. Further, when both weights 31, 40 are pressed against the clutch outer 60, a reaction force acts on both weights 31, 40 from the clutch outer 60, and this reaction force is in the order of the main weight 31, the sub weight 40, and the damper member 41. However, since the adjacent main weight 31 and sub-weight 40 have different pivot points and the directions of rotation are opposite, reaction forces in different directions act from the cylindrical portion 60b of the clutch outer 60, Since the relationship between the rotation angle of the centrifugal weight composed of the weight 31 and the sub weight 40 and the centrifugal force is not uniform, vibration is easily damped.

  Then, as shown in FIG. 9, when the clutch-in rotation speed C is exceeded, the pressing force increases at a stretch, so that the clutch-in rotation speed C approaches the clutch stall rotation speed at which the vehicle starts to move.

  In the vehicular centrifugal clutch device CL of the present invention described above, when the sub-weight 40 rotates outward due to the centrifugal force acting on the sub-weight 40, the force that presses the main weight 31 against the clutch outer 60 is applied to the main weight 31. When the clutch is engaged, the pressing force is transmitted to the clutch outer cylindrical portion 60b in the order of the main weight 31 and the sub weight 40. At that time, the sub weight 40 is rotated outward by centrifugal force. A force for further pressing the main weight 31 against the clutch outer cylindrical portion 60b is applied, thereby damping the vibration.

  In addition, the centrifugal force acting on the sub-weight 40 increases the pressing force against the main weight 31 at a stretch, so the clutch stall rotation speed can be reduced, and the difference between the clutch stall rotation speed and the rotation speed during clutch-in can be reduced. can do.

  Further, since the outward rotation direction of the subweight 40 is opposite to the outward rotation direction of the main weight 31, vibration is easily damped, and the subweight 40 has a force to press against the clutch outer 60. Since it is applied to the free end instead of the middle part of the main weight 31, a large pressing force acts on the main weight 31, and even if the sub weight 40 is small, the force is effectively applied to the main weight 31. Can do.

  Further, since the damper member 41 is interposed between the sub weight 40 and the main weight 31, the movement of both the main weight 31 and the sub weight 40 can be damped by one damper member 41. Since it is only sandwiched between the weight 31 and the subweight 40, a member for supporting it is not required, and the centrifugal clutch device can be simplified and reduced in weight.

  Further, as the damper member 41, a member in which the convex portion 41b protrudes from the base portion 41a is used, the base portion 41a is in contact with the main weight 31, and the convex portion 41b is fitted into the concave portion 44 of the sub weight 40, so that the sub weight The centrifugal force acting on 40 allows the sub weight 40 to smoothly rotate outward, and the damper member convex portion 41b faces in the direction of the reaction force received by the main weight 31 and the sub weight 40 at the time of clutch-in. It becomes easy to reduce vibration.

A sectional view showing a power transmission mechanism from an internal-combustion engine to an axle provided with a centrifugal clutch device for vehicles concerning one embodiment of the present invention. FIG. 2 is an enlarged view of a main part of FIG. 1 and a cross-sectional view showing a vehicle centrifugal clutch device. The figure which looked at the main structural member of the centrifugal clutch apparatus for vehicles only from the right side of FIG. FIG. 4 is a view similar to FIG. 3 and showing a state different from FIG. 3. FIG. 5 is a view similar to FIG. 4, with the sub-weight removed. FIG. 5 is a view similar to FIG. 4, with a subweight attached. The figure which shows a subweight and a damper member. Sectional drawing by the V111-V111 line | wire of FIG. The characteristic view of the centrifugal clutch apparatus for vehicles of this invention.

Explanation of symbols

  E ... Internal combustion engine, CL ... Vehicle centrifugal clutch device, 2 ... Cylinder, 3 ... Piston, 4 ... Connecting rod, 5 ... Crankshaft, 6 ... Drive pulley, 7 ... V belt, 8 ... Output shaft, 9 ... Driven pulley , 9a: Fixed pulley half, 9b: Movable pulley half, 12 ... Intermediate shaft, 15 ... Rear wheel, 20 ... Hollow shaft, 21 ... Sliding sleeve, 23 ... Drive plate, 25 ... Coil spring, 26 ... Key , 27, 28 ... bearings, 30 ... support shaft, 31 ... main weight, 31a ... notch, 33 ... tension coil spring, 35 ... clutch lining, 36 ... notch, 36a ... seat, 36b ... contact part, 36c ... recessed portion, 37 ... projecting portion, 38 ... tip portion, 40 ... sub weight, 41 ... damper member, 41 ... base portion, 41b ... convex portion, 42 ... base end portion, 44 ... concave portion, 45 ... tip projection, 50 ... Side plate, 60 ... clutch outer, 60a ... disc-shaped part, 60b ... cylindrical part, 61 ... fastening nut.

Claims (4)

A drive plate connected to the input shaft, a clutch outer that coaxially surrounds the outer periphery of the drive plate and connected to the output shaft, and resists the force of the spring according to the centrifugal force acting as the drive plate rotates. And a centrifugal weight pivotally supported by the drive plate so as to rotate outwardly and frictionally engage with the inner peripheral surface of the clutch outer. In the vehicle centrifugal clutch device that couples the input shaft to the output shaft,
The centrifugal weight comprises a main weight pivotally supported on the drive plate so as to be pivotable outward by centrifugal force, and a sub weight pivotally supported on the drive plate so as to be pivotable outward by centrifugal force. The sub-weight is provided at a position for applying a force to the main weight to press the main weight against the clutch outer when the sub-weight is rotated outward by a centrifugal force acting on the sub-weight. apparatus. The sub-weight is pivotally supported so that the outward rotation direction of the sub-weight is opposite to the outward rotation direction of the main weight, and the sub-weight applies the force pressing the clutch outer to the main weight. The centrifugal clutch device for a vehicle according to claim 1, wherein the centrifugal clutch device is arranged with respect to the main weight so as to be applied to a free end portion of the weight. The vehicle centrifugal clutch device according to claim 1, wherein a damper member is interposed between the sub weight and the main weight. The damper member includes a base portion and a convex portion projecting from the base portion, the base portion is in contact with the main weight, and a concave portion into which the convex portion is fitted is provided in the sub weight. Item 4. The vehicle centrifugal clutch device according to Item 3.

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