JP3116185B2 - Clutch operating device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a booster using an intake negative pressure of an engine for operating a clutch for interrupting the output of a wheel driving engine, and using the booster as a torque controller. The present invention relates to a clutch operating device that is operated.

[0002]

2. Description of the Related Art A conventional clutch booster has only a mechanism for assisting only a clutch operating force (for example, Japanese Patent Application No. 2-106517), and a back torque controller is another mechanism. . Generally, near the engine,
Since a large number of auxiliaries, electrical components, and the like must be installed, adding a torque controller or a booster to the clutch has difficulty in arrangement and causes an increase in cost.

[0003]

SUMMARY OF THE INVENTION It is an object of the present invention to provide an operation as a back torque controller only by adding a valve mechanism to a booster.

[0004]

Means for Solving the Problems According to the present invention, there is provided a clutch operation for operating a clutch for interrupting an output of a wheel driving engine by a booster operated by a negative intake pressure of the engine. In the device, set the
When the engine intake negative pressure exceeds the pressure, the booster
Machine that forcibly operates the clutch to reduce the clutch transmission function
It is characterized by the addition of Noh .

[0005]

When the engine is braked, the booster is actuated by a change in the intake negative pressure to reduce the clutch action and limit the back torque.

[0006]

Embodiments of the present invention will be described below with reference to the drawings. In FIGS. 1 to 3, reference numeral 1 denotes a motorcycle, only a front portion of the vehicle body is shown, reference numeral 2 denotes a frame, reference numeral 3 denotes a head pipe, and reference numeral 4 denotes a steering shaft supported by the head pipe 3. A front fork 5 is connected to the shaft 4. The front fork 5 includes a top bridge 6a and an underbridge 6b fixed to the upper and lower ends of the steering shaft 4, and both bridges 6a,
Left and right fork pipes 7L, 7R fixed to both ends of 6b
This supports the front wheel 8. A handle 9 is mounted on the top of the top bridge 6a, and a clutch lever 10 is pivotally mounted near the left grip.

An engine 11 is mounted on a lower portion of the frame 2, and the engine 11 has a crankshaft and a transmission shaft arranged in an integral case in parallel with the longitudinal direction of the vehicle. A clutch 12 for interrupting or connecting the output of the engine transmitted to the machine 11a is provided forward at the lower end. 13 is a radiator for engine cooling water, and 14 is a rear wheel driven via a transmission 11a.

[0008] A booster 15 for operating the clutch 12 is fixed between the top bridge 6a and the underbridge 6b by fixtures 16, 17 attached to the left fork pipe 7L. Booster 1
5 has an oblong body (FIG. 3) in plan view, and the fixtures 16 and 17 are connected to upper and lower connecting portions thereof.

The booster 15 is connected to the manifold negative pressure of the engine 11 and the atmospheric pressure from an air cleaner as a pressure source through a hose (not shown) as a conventional pressure source. Is controlled to act on the diaphragm on the output side. And the booster 1
When the back torque controller 5 has a function as a back torque controller, a control valve and a load adjusting valve described later are provided at appropriate positions.

A cable 18 from the clutch lever 10 is connected to an input side of the booster 15, and an output side of the booster 15 is connected to the clutch 12 by a cable 19. Each of the cables 18 and 19 is not sharply bent or is close to a straight line. Accordingly, there is no need to hold the cable midway, the frictional resistance between the outer tube of the cable and the core wire is small, and the change in the degree of slack is small during steering of the front wheels.

Next, the device disclosed in FIG. 4 prevents an excessive braking force from acting during engine braking.
This is for performing an operation as a back torque controller. The booster 21 is provided on the front fork 7 similarly to the above-described embodiment, and the cable 1 is connected to the clutch 12.
9 is connected, the cam shaft 12a is rotated by the cable 19 to bring the clutch plate into and out of contact, and has a usual configuration.

In FIG. 4, an intake manifold 11a of the engine 11 is connected to a booster 21 by a negative pressure pipe 22, a check valve 23, an accumulator 24, and a solenoid valve 25, and an air cleaner 11b of the engine 11 has an atmospheric pressure. The tube 26 and the solenoid valve 27 communicate with the booster 21. A control device 28 for controlling the solenoid valves 25 and 27 includes an intake pipe negative pressure signal 2 in the intake manifold.
9, a rear wheel speed signal 30, a front wheel speed signal 31, a clutch lever operation signal 32, a booster internal negative pressure signal 33, and a set pressure signal 34 are input.

As shown in FIG. 5, the clutch lever signal 32 is provided on the handle 9 and is opened or closed when the clutch lever 10 is operated.
The strain is generated by one of the strain gauges 36 attached to the surface of the zero and detecting the operation load by the strain at the time of operating the clutch.

In this device, the solenoid valve 25 is opened by the clutch lever 10 and the solenoid valve 27 is closed, so that the booster 2
When the pressure in the booster 21 reaches the set pressure, the valve 25 is closed by the booster negative pressure signal 33 and the pressure is automatically controlled so as to generate a required output. When the operation signal 32 comes, the clutch is opened.

The control device 28 also functions as a back torque limiter for preventing skidding due to excessive braking when an engine brake is applied on a slippery road surface. As a first step, when the engine brake becomes large and a shock torque is generated when the transmission is downshifted, the solenoid valve 25 is set to a pressure at which the clutch capacity can be reduced before the shock torque can be absorbed. Is opened, the solenoid valve 27 is closed, and a negative pressure is sent to the booster. When the set pressure is reached, the solenoid valve 25 is closed to stop the inflow of the negative pressure. Here, when the engine braking force exceeds the set value, the cable 19 is pulled by the output of the booster 21, the clutch capacity is reduced, and the shock torque is absorbed by the slipping of the clutch.

Next, in the second stage, when the friction coefficient of the road surface decreases and the rear wheel starts slipping even at the set pressure in the first stage, the slip is judged based on the rotation difference between the front wheel 8 and the rear wheel 14. The negative pressure is sent into the booster 21 to act as a skid controller for reducing the clutch transmission force and preventing the rear wheels from slipping.

Next, the apparatus disclosed in FIG. 6 is an embodiment of a booster having a back torque control action.
This booster is also attached to the front fork as described above. The booster 40 is incorporated in a case 41, and an output cylinder 44 is slidably inserted into support cylinders 42 and 43 provided in the case 41, and is interposed between the output cylinder 44 and an intermediate portion of the case 41. The inside of the case 41 is partitioned into a chamber A where negative pressure acts and a chamber B where positive or negative pressure acts by the diaphragm 45 and the stopper 46 provided. A step portion 47, a communication hole 48, and a main valve chamber 49 are provided at an intermediate portion of the output cylinder 44. A main valve seat 50 is formed at an end of the communication hole 48, and a passage connecting the A room and the main valve chamber 49. 51 and a passage 52 connecting the communication hole 48 and the chamber B are formed.

On one side of the output cylinder 44, a guide cylinder 53 is pressurized toward a step 47 by a spring 54. Inside the guide cylinder 53, an air valve 55 and a head 56 of the cable 18 are the same as the spring 54. Directional spring. A main valve 57 of a diaphragm valve type is fixed in the main valve chamber 49, and a C chamber in which the atmosphere or negative pressure acts is formed between the main valve 57 and a bottom wall 58 fixed at an outer position thereof. Is connected to a clutch operation cable 19.

Nipples 60 to 63 are provided to communicate the inside of the case 41 with a pressure source. The nipple 60 communicates with the A chamber, the nipple 61 communicates with the inside of the support cylinder 42, the nipple 62 communicates with the C chamber, and the nipple 63 communicates with the B chamber. ing.

The control valve 65 has a negative pressure inlet 67, an atmosphere inlet 68, and an outlet 69. The internal flow passage is formed by a pressure difference acting on the diaphragm 70a. Is switched. The diaphragm 70a is connected to a tube shaft 70c having a lateral hole 70d and an open lower end, and the lower end is closely or separated from the valve body 70b. The valve body 70b has a groove 70e formed on the lower surface as shown in FIG. 7, and when the pipe shaft 70c descends, the outlet 69 communicates with the negative pressure inlet 67 via the groove 70e, and the negative pressure exceeds the set value. When it increases, as shown in FIG.
0c, the valve body 70b rises, closes the valve seat 69a, shuts off the negative pressure side, and connects the air inlet 68 with the lateral hole 70d and the pipe shaft 70c.
It communicates with the outlet 69 through the inside. Therefore, both inlets 67 and 68 are switched to outlet 69 by diaphragm 70a. The load adjusting valve 66 includes an inlet 71, an outlet 72,
When the negative pressure at the upper part of the diaphragm 74a is larger than the set value with respect to the negative pressure at the lower part, the valve element 74b is provided.
To close the communication between the inlet 71 and the outlet 72.

The air pipe 75 connected to the air cleaner branches into the air pipes 76 and 77 and is connected to the nipple 61 and the air inlet 68. The negative pressure pipe 78 connected to the intake manifold is connected to the control valve 67 by the negative pressure pipe 79. Connected to the diaphragm chamber, and through the check valve 80, the negative pressure pipes 81, 82, 83
Nipple 60, negative pressure inlet 67, diaphragm 74
a.

The outlet 69 of the control valve 65 is connected to a communication pipe 84.
To the nipple 62 and the communication pipe 84a to the load adjusting valve 66.
A throttle 86 and a check valve 8 are connected to a communication passage 85 between the outlet 72 of the load adjusting valve 66 and the communication port 73.
7. A throttle 88 is provided, and the nipple 63 is connected by a communication pipe 89 extending between the check valve 87 and the throttle 88.

In FIG. 6, the diaphragm 7 is normally used.
0a descends, and as shown in FIG.
The chamber 9 is communicated, the chamber A receives a negative pressure from the nipple 60, the chamber C receives a negative pressure from the nipple 62, and the main valve 57 is separated from the main valve seat 50 by the force of a spring acting on the chamber. In addition, the chamber B includes the chamber A and the passage 51, the main valve chamber 49, the communication hole 48,
The communication at 52 is maintained at a negative pressure, and each of the chambers A, B and C is at a negative pressure.

Here, the cable 18 is moved by the clutch lever.
, The guide cylinder 53 is moved to the left, the main valve 57 contacts the main valve seat 50, the outlet of the air valve 55 is opened, and the air flows from the nipple 61 through the guide cylinder 53, and After flowing into the chamber, the diaphragm 45 and the output cylinder 44 are moved to the left, the cable 19 is pulled, and the clutch is released.

Next, at the time of engine braking, the crankshaft is rotated by excessive back torque due to hopping or the like, and when a large negative pressure exceeding a set value is generated, the clutch is slipped to reduce the engine brake. If a negative pressure greater than the set value is generated, the valve body 70
b rises, the valve element 70b closes the negative pressure inlet 67, connects the atmosphere inlet 68 to the outlet 69, sets the chamber C to atmospheric pressure, and sets the main valve 5
At 7 , the main valve seat 50 is closed. Thus, the chamber B is shut off from the chamber A, and the pressure is raised with a momentary delay due to the atmospheric pressure passing from the outlet 69 through the communication pipe 84a, the load regulating valve 66, the communication pipe 85, and the throttle 86, and the output cylinder is controlled by the diaphragm 45. Move 44 to the left and pull cable 19 to slip the clutch to prevent skid. When the pressure difference between the chambers A and B reaches the set pressure of the load adjustment valve 66, the valve body 74b rises and closes, and the inflow of the atmosphere is stopped. At this time, if the cable 18 is pulled by grasping the clutch lever, the air pressure in the room B has already acted, so that it feels light for a moment, but thereafter, it acts in the same manner as a normal clutch operation and the clutch is disengaged.
As a result, the engine rotation decreases, the intake negative pressure decreases, and the valve element 70b of the control valve 65 opens on the negative pressure side to return to the normal state.

In the above arrangement, the throttle 89 delays the air flow between the chamber C and the chamber A to ensure that the main valve 57 is opened and closed. When the air is opened, the diaphragm 88 prevents the negative pressure from flowing into the B chamber from the communication passage 85.
This is for delaying the inflow of the air to the lower surface and for surely allowing the air to flow into the B chamber.

[0027]

According to the present invention, there is provided a clutch operating device in which a clutch for interrupting the output of an engine for driving a wheel is operated by a booster operated by negative pressure of the intake air of the engine, wherein the output of the booster is used as a back torque controller. Activate and detect the operation timing as the back torque controller based on the engine intake negative pressure, making the device compact and eliminating the need to arrange a back torque controller in the clutch. Has the effect of being able to have the function of (1) and also being able to be retrofitted.

[Brief description of the drawings]

FIG. 1 is a side view of an embodiment of the present invention.

FIG. 2 is a front view of a main part.

FIG. 3 is a plan view of the same.

FIG. 4 is a related diagram of a clutch operating mechanism.

FIG. 5 is a front view of a clutch lever.

FIG. 6 is a related view of another clutch operating mechanism.

FIG. 7 is a vertical cross-sectional view of the control valve in a negative pressure communication state.

FIG. 8 is a longitudinal cross-sectional view of the control valve in a positive pressure communication state.

[Explanation of symbols]

Reference Signs List 5 front fork 6a top bridge 6b underbridge 9 handle 10 clutch lever 11 engine 12 clutch 15, 21, 40 booster 18, 19 cable

Continued on the front page (72) Inventor Masahiko Tsuchiya 1-4-1 Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Naoki 1-4-1 Chuo Wako-shi, Saitama Honda Co., Ltd. In the laboratory (56) References JP-A-61-159226 (JP, U) JP-A-2-19932 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16D 25/00- 25/12 F16D 48/00-48/12 B60K 17/02

Claims (2)

(57) [Claims] 1. A clutch for intermittently the output of the engine for driving wheels, the clutch operation device operated by the booster operates in the intake negative pressure of the engine, a predetermined set
When the engine intake negative pressure exceeds the pressure, the booster
Machine that forcibly operates the clutch to reduce the clutch transmission function
A clutch operating device characterized by additional functions . 2. The clutch operating device further determines slip based on a rotation difference between a front wheel and a rear wheel, and controls the booster.
The clutch operating device according to claim 1, wherein the clutch transmission force is reduced by forcibly operating the clutch operating device.