JPH0235054Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a diaphragm type clutch, and more particularly to a diaphragm type clutch in which a clutch cover and a pressure plate are connected via a plurality of strap plates on the same circumference.

The purpose of this invention is to prevent the clutch from being subjected to sudden impact due to rough handling or being dropped while being transported alone or assembled to the engine's flywheel before being installed on the engine. The strap plate will not be significantly deformed (deformed beyond its elastic limit) even when
To provide a diaphragm type clutch that allows the clutch to always be used in good condition even after rough operation or assembly, and that can be used smoothly to the maximum amount of wear without any problems during use. It is to be.

To explain the present invention based on the drawings, FIG. 1 is a front partial view of a diaphragm type clutch, and in this FIG. 1, 1 is a pressure plate;
Reference numeral 2 denotes a clutch cover, and on the same circumference of the outer circumference of the clutch cover 2, a plurality of strap plates (plate springs) 3 extending in a direction opposite to the rotating direction (arrow F) of the clutch cover 2 are secured by rivets 4. It is fixed. The outer peripheral edge of the pressure plate 1 is formed with the same number of outward protrusions 5 as the attachment points of the strap plate 3, and the tip of the strap plate 3 is protruded by a rivet 6 (or bolt, etc.). It is fixed to part 5.
That is, the pressure plate 1 connected to the clutch cover 2 via the strap plate 3 rotates integrally with the clutch cover 2 in the direction of arrow F.
Furthermore, the strap plate 3 can be moved in the axial direction by bending.

FIG. 2 is a partial sectional view taken along the arrows in FIG. 1, with arrow A indicating the clutch engagement direction and arrow B indicating the clutch disengagement direction. That is, when the pressure plate 1 is pushed in the direction of arrow A by a diaphragm spring (not shown), the clutch is engaged, and when the pressure plate 1 is pulled in the direction of arrow B, the clutch is disengaged. A rigid stopper 7 extending rearward with respect to the rotational direction F is integrally fixed to the protrusion 5 of the pressure plate 1, and the portion of the clutch cover 2 where the strap plate 3 is disposed is located at the front and rear of the strap plate 3 ( It is formed in a concave shape so as to cover both the front and back of the rotation direction F, and the rotation direction F of the concave portion
On the other hand, a hole (or notch) 8 is provided in the rear side wall. The stopper 7 is inserted into this hole 8, and the end edge (locking portion) 9 of the hole 8 on the front side (lower side in FIG. 2) of the arrow A can be engaged with the stopper 7. . The stopper 7 is formed with a protrusion 7a for preventing rotation, and by engaging the protrusion 7a with the protrusion 5 of the pressure plate 1, the stopper 7 is attached to the pressure plate 1 with the rivet 6. It prevents it from rotating around.

Figure 2 shows a state in which the stopper 7 is engaged with the locking part 9, but this state is the state in which the clutch itself is being transported or when it receives a sudden impact, such as when it is dropped. , the positional relationship between the stopper 7 and the locking part 9 when the clutch is normally used, and the facing of the clutch disk (not shown, but placed on the lower side of the pressure plate 1 in FIG. 2) are subject to maximum wear. The positional relationship between the stopper 7 and the locking part 9 when worn to the third
It is shown in the figure. That is, in FIG. 3, the width L ₁ is the amount of movement of the stopper 7 that corresponds to the operating range of the pressure plate 1 before the facing wears out, and the width L ₂ is the amount of movement of the stopper 7 when the facing reaches the maximum amount of wear. Indicates the amount of movement. The structure is such that even when the wear reaches the maximum amount, the stopper 7 and the locking part 9 are still separated by a small gap D. That is, when the clutch is in use, the stopper 7 does not interfere with the operation of the clutch, and moreover, the clutch can be used reliably up to maximum wear.

4 and 5 show different embodiments, and the one in FIG. 4 shows a pressure plate 1.
A stopper 27 extending in a direction opposite to the rotational direction F is integrally formed on the protruding portion 5 of the clutch cover 2, and the stopper 27 is configured to engage with one end edge (locking portion) 29 of a hole 28 formed in the clutch cover 2. It is structured as follows. When the stopper 27 is integrally formed with the pressure plate 1 in this way, the stopper 27 itself has high rigidity, so there is no risk of bending, and the amount of movement of the pressure plate 1 is accurately restricted. can do. In the one shown in FIG. 5, the stopper 37 is formed integrally with the protrusion 5 of the pressure plate 1.
7 into the hole 38 of the clutch cover 2,
One end edge of the hole 38 on the front side of the arrow A is bent so as to extend forward in the rotational direction F, and the bent portion serves as a locking portion 39 .

In addition, even in the case shown in FIGS. 4 and 5, when the pressure plate 1 reaches the position corresponding to the maximum wear amount, the stopper 2 is still attached.
7, 37 and the locking portions 29, 39 are configured to be separated by a slight gap.

As explained above, the present invention includes: (1) The stopper 7 integrally fixed to the pressure plate 1 or the integrally formed stoppers 27, 37, and the locking parts 9, 29 formed on the clutch cover 2. 39, the pressure plate 1 can be prevented from moving significantly. Therefore, even if the clutch is dropped during transportation or handling, the strap plate 3 will not be excessively deformed (beyond its elastic limit), and the clutch can always be used in good condition even after transportation or rough handling. can do.

(2) The elastic force of the strap plate 3 ( The rigidity of the stoppers 7, 27, 37 can be increased without changing the spring strength. Therefore, the performance of the strap plate 3 can be maintained well, and the amount of movement of the pressure plate 1 can be accurately regulated.

(3) When the pressure plate 1 reaches the position corresponding to the maximum amount of wear, the stoppers 7, 27, 37 and the locking parts 9, 29, 39 are still configured so that there is a slight gap D between them. Therefore, when using the clutch, use the stopper 7,
17, 27, 37 etc. do not get in the way,
It also allows smooth use of the clutch until the facings are worn to the maximum extent.

(4) Rigid stoppers 7, 27, 37 are provided to extend rearward in the rotational direction from the protrusion 5 of the pressure plate 1, and the locking parts 9, 29, 39 are
Since it is formed on the rear wall in the rotating direction of the concave part of the clutch cover 2 for storing the strap plate,
Locking parts 9, 29, 39 and stoppers 7, 2
7, 37 in the rotational direction is covered by the wall of the concave portion of the clutch cover 2, which prevents dust, oil scum, etc. from adhering during rotation, and prevents malfunction of the stoppers 7, 27, 37 in the axial direction. There is no worry that the stopper's operating range will be out of order.

In particular, if the setting is such that there is a slight distance between the stopper 7, 27, 37 and the locking part 9, 29, 39 when the facing reaches its maximum wear position, the wear-in distance should be reduced. This is advantageous because it can reliably ensure up to a predetermined maximum amount of wear.

[Brief explanation of the drawing]

Fig. 1 is a partial front view of the diaphragm clutch according to the present invention, Fig. 2 is a partial sectional view taken in the direction of the arrow in Fig. 1, and Fig. 3 is an enlarged view of Fig. 1 in a different state from Fig. 2. 4 and 5 are respectively different embodiments, and are partial planar sectional views corresponding to the arrow direction view of FIG. 1. 1... Pressure plate, 2... Clutch cover, 3... Strap plate, 7, 27, 37... Stopper, 9, 2
9, 39...Locking part.

Claims (1)

[Scope of utility model registration request] A plurality of concave portions are formed in the clutch cover 2 at intervals in the circumferential direction, and a strap plate 3 extending in the rotational direction is disposed within each concave portion, and the front end of the strap plate 3 in the rotational direction is connected to the clutch. In a diaphragm clutch which is connected to the cover 2 and whose rear end is connected to the protrusion 5 of the pressure plate 1, a rigid stopper 7, 27 is provided on the protrusion 5 of the pressure plate 1 and extends rearward in the direction of rotation. , 37 are integrally fixed or integrally formed, and locking portions 9, 29, 39 that can engage with the stoppers 7, 27, 37 are formed on the rear wall in the rotational direction of the concave portion of the clutch cover 2. , the locking portion 9,
The axial positions of the pressure plates 29 and 39 are such that when the pressure plate 1 reaches the position of maximum wear of the facing, there is still a slight distance between the pressure plate 1 and the stoppers 7, 27, and 37. Diaphragm clutch.