JP3016696B2 - Clutch damper device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention mainly relates to a crankshaft of an engine and a shift input shaft (counter shaft) of a transmission.
The present invention relates to a damper device for mitigating fluctuations in engine torque and transmitting power to a clutch housing in a clutch that intermittently transmits power to the clutch housing.

[0002]

2. Description of the Related Art FIG. 1 is an overall sectional view of a multi-plate friction clutch for a motorcycle to which the present invention is applied. First, the outline of the overall structure of the clutch will be briefly described with reference to FIG. I do.

A clutch input gear 4 meshing with the crank gear 3 is rotatably fitted to and supported by a transmission input shaft 2 of a transmission case (not shown).
The rim 4b is disposed between the end wall 14a of the fourth member 4 and the side plate 18, and is rotatable at a certain angle with respect to the clutch housing 14. The rim 4b is provided via a coil spring 31 and a main damper 30 which are circumferentially compressible. To the clutch housing 14 so as to be able to transmit power.
The side plate 18 is integrally connected to the end wall 14a of the clutch housing 14 at a predetermined interval in the axial direction.

The coil spring 31 is set so as to be substantially free when the engine is stopped (rotational torque is zero). The coil spring 31 buffers a torque fluctuation in a predetermined torsion angle range. In such an operation state in which the rotation fluctuation continuously occurs, the torque fluctuation cannot be effectively absorbed.

For this reason, torque fluctuations during idling operation are effectively buffered and absorbed to reduce gear tapping noise.
Conventionally, as shown in FIG. 9, a plurality of recesses 38 are provided on the rim 4b of the input gear 4 at intervals in the circumferential direction to suppress the inclination and displacement of the clutch housing 14 in the thrust direction.
Is formed, and a rubber thrust damper 6 is formed in each recess 38.
0 is contracted so as to be compressible in the axial direction, and is pressed against the side plate 18 with a constant axial pressure.

As a result, hysteresis occurs within the range of the torsion angle. Therefore, during idling or the like, the torque fluctuation of the input gear is effectively buffered and absorbed from a small torsion angle to a predetermined angle range, and the gear striking noise is reduced. The occurrence has been reduced.

As a prior art using a rubber thrust damper, there is Japanese Utility Model Application Laid-Open No. 60-101228.

[Problems to be solved by the invention]

In the above prior art, the thrust damper 60
A rubber cylindrical member is used, and the thrust rubber damper 60 itself also serves as a spring and a friction material. However, with rubber, time-dependent changes due to heat and friction cannot be avoided, and wear and deterioration of the material may occur. Thrust damper function is reduced. In the case of rubber, since the setting of the load depends on the hardness and the compression size of the rubber, it is difficult to maintain a desired value, and variation easily occurs.

[0009]

SUMMARY OF THE INVENTION It is an object of the present invention to maintain the torque fluctuation buffering function during idling operation and the like, effectively reduce the gear tapping noise of the clutch, and improve the heat resistance and durability. Is to prevent deterioration with time.

[0010]

According to a first aspect of the present invention, a side plate is integrally connected to a rear surface of an end wall of a clutch housing at a predetermined interval in an axial direction. , Between the back of the end wall and the side plate,
The rim of the clutch input gear is arranged so as to be rotatable relative to them, and the input gear meshes with the crank gear of the engine and interlocks so that power can be transmitted to the clutch housing via a circumferentially compressible elastic member. In the damper device of the connected clutch, the rim of the input gear
A plurality of recesses having an opening at one end in the axial direction are formed, a thrust spring compressible in the axial direction is arranged in the recess, and a friction piece is arranged on the recess opening side of the thrust spring. Due to the elastic force of the above, the friction piece is pressed against the side plate or the rear surface of the end wall, and between the input gear and the rear surface of the end wall or the side plate, abuts near the outer peripheral end of the input gear with the same axis as the input gear. An O-ring that holds the entire circumference of the input gear is interposed.

The invention according to claim 2 provides the clutch damper device according to claim 1 in order to improve the assemblability, to further reduce the size and to further improve the stability of the thrust load in addition to the main object. The friction piece has a bottomed cylindrical shape, the thrust spring is a coil spring, the bottomed cylindrical friction piece is fitted on the tip of the thrust coil spring, and the friction surface of the bottomed cylindrical friction piece is a side plate. Alternatively, it is pressed against the rear surface of the end wall of the clutch housing.

According to a third aspect of the present invention, in order to facilitate setting of a friction coefficient on the friction surface, the friction surface of the friction piece is formed of a sheet-like friction material in the clutch damper device of the first aspect. are doing.

[0013]

[0014]

When the rotational torque of the input gear is small, the frictional force between the friction piece and the side plate becomes a resistance of the torsion torque, and the torsion angle between the input gear and the clutch housing is small. If the torque increases rapidly, the torsion angle increases against the load of the coil spring, and in this process the energy is absorbed by friction and the energy is stored by the spring, so the rotational torque is damped and alleviated. . Since the rotation fluctuation occurs alternately, when the rotation torque decreases, the twist direction is reversed, and the rotation fluctuation is absorbed by the same action.

Thus, the torque fluctuation of the crankshaft at the time of idling or the like is buffered, absorbed and reduced on the input gear side by the frictional force between the friction piece and the side plate and the operation of the coil spring. Effectively prevent the generation of meshing noise.

Further, the axial thrust force of the thrust spring and the O-ring prevent the clutch housing and the input gear from directly contacting each other, and the O-ring prevents sound transmission. Can be prevented from spreading.

[0017]

FIG. 1 is an overall longitudinal sectional view of a multi-plate friction clutch for a motorcycle to which the present invention is applied. The following description will be made on the assumption that the right direction in the figure is the front in the axial direction. A speed change input shaft 2 is disposed in the speed change case in parallel with the crankshaft 1. Between the two shafts 1 and 2, a crank gear 3, a clutch input gear (driven gear) 4 and a multi-plate friction type clutch C are provided. It is intermittently linked through the link.

The input gear 4 meshes with the crank gear 3, and its boss 4 a is rotatably fitted on the outer periphery of the speed change input shaft 2 via a bush 6. The axial direction of the boss portion 4a contacts the thrust washer 5, and the thrust washer 5 is connected to the spline boss 9 of the clutch C and the speed change input shaft 2.
And is axially immovably locked to the bolt 8 via the bearing 10. The rim 4b of the input gear 4 is disposed between an end wall 14a of the clutch housing 14 and a side plate 18 fixed to the rear surface of the input gear 4 via a projection 17. And a damper device such as a coil spring 31 which will be described later. Boss part 4a
A starting gear 11 is formed integrally with the rear part of the vehicle, and meshes with a gear 12 of the starting device.

The clutch C comprises a bottomed cylindrical clutch housing 14 and an axially movable slide plate 1.
5 and an inner hub 16 integrally fixed to the spline boss 9. A large number of annular clutch plates 20 are spline-fitted to the outer cylindrical portion of the inner hub 16 so as to be movable in the axial direction, and a large number of annular friction plates 21 and 22 are fitted to the cylindrical portion of the clutch housing 14 in the axial direction. Movable spline fit. Clutch plate 20 and friction plate 2
1 and 22 are alternately superimposed on each other. These are a slide plate 15 and a front end flange 16 of an inner hub 16.
a.

The inner peripheral edge of the slide plate 15 is slidably fitted in the rear end fitting surface 9a of the spline boss 9 in the axial direction, and protrudes forward through the hole 23 of the inner hub 16. A plurality of guide bosses 15a are integrally provided. A plurality of guide bosses 15a are formed at equal intervals in the circumferential direction, and a release plate 25 is fixed to the front end surface thereof with bolts 26.
Between the release plate 25 and the rim of the inner hub 16, clutch springs 27 fitted in the respective guide boss portions 15a are contracted.
By the elastic force of 7, the slide plate 15 is urged forward in the axial direction, and the clutch is connected.

A release bearing 28 is fitted on the inner peripheral portion of the release plate 25. The release bearing 28 is interlocked with a clutch operating mechanism such as a clutch lever (not shown) via a release mechanism to disengage the clutch. By operation, the slide plate 15 is retracted in the axial direction via the release bearing 28 and the release plate 25 against the elastic force of the clutch spring 27, and the clutch is disengaged.

The damper device provided between the clutch housing 14 and the input gear 4 includes a plurality of coil springs 31, a main damper rubber 30 fitted to the projection 17, and a friction which is a main part of the present invention. It comprises a piece 33, a thrust spring 34 and the like.

The projection 17 is provided on the end wall 1 of the clutch housing.
The rear plate 4a protrudes rearward from the rear surface by a predetermined amount h, and its rear end surface is formed in a plane so as to be perpendicular to the speed change input shaft 2, and the side plate 18 is fixed by rivets 29. That is, the side plate 18 is integrally coupled to the rear of the clutch housing end wall 14a at a position perpendicular to the speed change input shaft at a predetermined distance h from the rear surface. The predetermined interval h is equal to the length of the rim 4 of the input gear 4.
The thickness is set slightly larger than the thickness b. In addition, the axial width of the damper rubber 30 substantially corresponds to a predetermined amount h.

The rim 4b of the input gear 4 has a window hole 36 in which the coil spring 31 is housed in a circumferentially compressible manner.
A window hole 37 for accommodating the main damper rubber and a thrust spring accommodating recess 38 are formed. A recess 40 and a window 41 having the same circumferential length as the window 36 are formed in the side plate 18 and the clutch housing end wall 14a at positions corresponding to the window 36, respectively. The circumferential edges of the window holes 41 are in contact with the circumferential edges of the coil springs 31, respectively. The coil spring 31 is fitted in a free state with substantially no set load 0.

In FIG. 2, a coil spring 31 is
A pair of main damper rubbers 30 are arranged at 180 ° symmetrical positions, and two main damper rubbers 30 are arranged between the two coil springs 31 in the circumferential direction. The main damper rubbers 30 are symmetrical with respect to a line connecting the two damper rubbers. Are located.

A plurality of thrust spring storage recesses 38 are formed between the window holes 36 and 37 and at positions closer to the outside, and in this embodiment, one thrust spring recess 38 is provided with respect to the axis of the input gear 4.
The pairs are symmetrically arranged.

The damper rubber 30 has an elliptical shape protruding on both sides in the circumferential direction. When the torsion angle is 0 as in the case where the operation is stopped, each edge of the window hole 37 in the circumferential direction is formed. 37a and 37b are opposed at a predetermined interval d. The interval d is set to a value commensurate with the maximum torque fluctuation amount of the torque fluctuation caused by the rotation fluctuation during the idling operation of the engine, and thereby the maximum torsion angle is regulated.

In FIG. 3 showing an enlarged cross-sectional view taken along the line III-III of FIG. 2, an annular step portion 44 is formed on the outer peripheral portion of the rear surface of the clutch housing end wall 14a, and an O-ring 45 is fitted to the step portion 44. The O-ring 45 is connected to the input gear 4.
Of the outer periphery of the rim 4b.

The spring receiving recess 38 for thrust is open rearward in the axial direction. The friction piece 33 is formed in a cylindrical shape with a bottom and is fitted in the recess 38 so as to protrude rearward. The thrust spring 34 is a coil-shaped spring whose rear end is inserted into the friction piece 33, and is compressed and contracted between the bottom surface of the concave portion 38 and the friction piece 33 so as to be axially compressible. The rear end friction surface 46 of the friction piece 33 is pressed against the side plate 18 by the elastic force of the thrust spring 34.

As described above, the rim width of the input gear 4 is determined by the distance h between the end wall of the clutch housing and the side plate.
Therefore, the rim 4b of the input gear 4 has its front surface supported by the O-ring 45, and its rear surface has the friction piece 33 formed by the side plate 18.
Is supported by the side plate 18.
It is slightly floating from.

FIG. 4 is a perspective view of the friction piece 33 alone, and a circular sheet-like friction material 48 is provided on the rear end face of the friction piece 33.
Is attached by an adhesive, and the friction material 48 is used as the friction surface 46. As the friction material 48, various materials excellent in heat resistance and abrasion resistance, such as fibrous friction paper material and phenol resin material used for facing of a friction clutch, are used. Also, a sintered alloy or the like can be used as the friction material.

FIG. 8 shows a torsional characteristic diagram when the present invention is applied, in which the vertical axis represents the torsional torque and the horizontal axis represents the torsional angle. The angle θ1 is defined by the circumferential rear edge of the main damper rubber 30 shown in FIG.
7b, and θ2 is a torsion angle when the maximum torque is applied to the input gear and the damper rubber 30 is compressed to the maximum.

In a state where the rotational torque is small, the coil spring 31 hardly acts in a substantially free state, and the frictional force between the friction piece 33 and the side plate 18 becomes a resistance of the torsion torque (the torsion torque 0 in FIG. 8). To T1).

The rotation torque increases due to rotation fluctuation and the like,
When T1 is exceeded, for example, the input gear 4 of FIG. 2 is twisted relatively to the clutch housing 14 in the rotational direction F side, and the coil spring 31 is compressed by the circumferential rear edge 36b of the window hole 36. The torsion angle section 0 to θ in FIG.
1 range. During a normal idling operation, the torsion angle is substantially in the range up to this angle θ1 even when the torque fluctuation is considered.

When a large rotational torque is applied to drive a vehicle or the like, the rear edge 37b of the window hole 37 contacts the rear edge of the main damper rubber 30 in the circumferential direction.
The main damper rubber 30 is compressed. Θ1 to θ2 in FIG.
It is a section of.

At the time of deceleration such as when the alternation of the rotation fluctuation turns negative or during engine braking, the clutch housing 14 is twisted with respect to the input gear 4 in the rotation direction F in FIG.

Thus, the torque fluctuation of the crankshaft at the time of idling or the like is buffered, absorbed, and mitigated on the input gear side by the frictional force between the friction piece and the side plate and the operation of the coil spring. Effectively prevent the generation of meshing noise.

Also, the axial thrust force of the thrust spring and the O-ring prevent the clutch housing and the input gear from directly contacting each other, and the O-ring prevents sound transmission. Can be prevented from spreading.

[0039]

[Another embodiment]

(1) As shown in FIG. 4, in addition to the structure in which the friction surface 46 is formed by the sheet-like friction member 48, the surface of the bottomed cylindrical metal friction piece 33 is directly used as the friction surface, and the side plate is used. It is also possible to make a pressure contact with 18. Thereby, the number of processing steps can be reduced.

(2) The embodiment shown in FIG. 5 shows a modification of the friction piece 33, in which a large-diameter cylindrical portion 50 and a small-diameter cylindrical portion 51 integral with the large-diameter cylindrical portion 50 constitute a stepped friction piece 33 made of metal. The coil-shaped thrust spring 34 is fitted around the outer periphery of the small-diameter cylindrical portion 51 so that the large-diameter cylindrical portion 50 comes into contact with the side plate 18. As the friction surface 46, a sheet-like friction material may be attached, or the surface of the friction piece 33 may be used as it is.

(3) In the embodiment of FIG. 6, a curved leaf spring is mounted as the thrust spring 34.

(4) In the embodiment shown in FIG. 7, the thrust spring receiving recess 38 is opened on the front side in the axial direction, that is, on the clutch housing side, and the friction piece 33 is urged forward so that the clutch housing 14 This is a structure that is pressed against the back surface of the end wall 14a. In this case, the O-ring 45 is interposed between the rear surface of the input gear 4 and the side plate 18.

(5) The two concave portions 38 and the friction pieces 3 shown in FIG.
The number of the springs 3 and the thrust springs 34 may be three or more at intervals in the circumferential direction.

[0044]

As described above, claims 1 to 3 of the present invention are provided.
According to the described invention, (1) a frictional resistance is generated between the clutch housing 14 and the clutch input gear 4 by the thrust pressure in order to prevent the generation of meshing noise between the input gear 4 and the crank gear 3 during idling or the like. A thrust spring 34 which is compressible in the axial direction and a friction piece 33 pressed against the side plate 18 or the clutch housing end wall 14 by the spring 34 as a member for generating As a result, heat resistance and abrasion resistance are improved, and the life of the damper device is prolonged, as compared with a conventional structure including a damper rubber.

(2) A thrust spring 34 for applying a thrust load and a friction piece 3 pressed against a side plate or the like.
3, the load can be easily set to a desired value as compared with the damper rubber method, and when a plurality of parts are arranged, it is possible to set a substantially uniform load over the entire circumference of the input gear. This makes it possible to reduce the variation in load and to prevent the clutch housing from tilting.

(3) An O-ring 45 is provided between the input gear and the rear surface of the end wall or the side plate, the O-ring 45 being in contact with the vicinity of the outer peripheral end of the input gear on the same axis as the input gear to maintain the entire circumference of the input gear. As a result, the O-ring 45 uniformly and elastically supports the input gear 4 and the end wall of the clutch housing over the entire circumference to stabilize the support. Can be improved. Also, the mounting work is simple. Furthermore, the buffering action of the O-ring prevents the gear tapping sound from being transmitted to the clutch housing, thereby reducing the generation of noise.

According to the second aspect of the present invention, the friction piece 33
A bottomed cylindrical friction piece is provided, a coil spring is provided as the thrust spring 34, and the bottomed cylindrical friction piece 33 is fitted to the tip of the thrust spring 34,
When the bottom surface of the bottomed cylindrical friction piece 33 is pressed against the side plate 18 or the like, the assemblability can be improved, and the compactness and the stability of the thrust load can be further improved.

According to the third aspect of the present invention, the friction piece 33
When a sheet-like friction material 48 is fixed to the friction surface side to form the friction surface 46, the setting of the friction coefficient on the friction surface can be facilitated.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a clutch to which the invention according to claims 1 to 3 of the present application is applied.

FIG. 2 is a sectional view taken along line II-II of FIG.

FIG. 3 is a sectional view taken along the line III-III in FIG. 2;

FIG. 4 is a perspective view of a single piece of the friction piece of FIG. 3;

FIG. 5 is a partial sectional view showing a modified example of the friction piece.

FIG. 6 is a partial sectional view showing a modified example of the friction piece.

FIG. 7 is a partial sectional view showing a modified example of the friction piece.

FIG. 8 is a torque characteristic diagram when the present invention is applied.

FIG. 9 is a sectional view of a conventional example.

[Explanation of symbols]

 3 Crank gear 4 Clutch input gear 14 Clutch housing 18 Side plate 30 Main damper rubber 31 Coil spring 33 Friction piece 34 Thrust spring 45 O-ring 46 Friction surface 48 Sheet-like friction material

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) F16F 15/12-15/139 F16D 13/64

Claims (3)

(57) [Claims] 1. A side plate is integrally connected to a rear surface of an end wall of a clutch housing at a predetermined interval in an axial direction, and a clutch input is provided between the rear surface of the end wall and the side plate so as to be relatively rotatable relative thereto. In a clutch damper device in which a rim of a gear is arranged, an input gear meshes with a crank gear of an engine, and a power transmission is connected to a clutch housing via a circumferentially compressible elastic member so as to be able to transmit power. The rim is formed with a plurality of recesses that are open at one end in the axial direction, and a thrust spring that can be axially compressed is arranged in the recess, and a friction piece is arranged on the recess opening side of the thrust spring. And
Due to the elastic force of the thrust spring, the friction piece is pressed against the side plate or the back of the end wall, and between the input gear and the back of the end wall or the side plate, near the outer peripheral end of the input gear on the same axis as the input gear. A clutch damper device comprising an O-ring that abuts and holds the entire circumference of the input gear. 2. The damper device for a clutch according to claim 1, wherein the friction piece has a cylindrical shape with a bottom, a thrust spring is a coil spring, and the friction piece with a cylindrical shape with a bottom is covered on a tip portion of the coil spring for thrust. A clutch damper device, wherein a friction surface of a fitted, bottomed cylindrical friction piece is pressed against a side plate or a rear surface of an end wall of a clutch housing. 3. The damper device for a clutch according to claim 1, wherein the friction surface of the friction piece is formed of a sheet-like friction material.