JPH0337655B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a clutch device installed in a power transmission and transmission device of a motorcycle or the like.

(Prior Art) A clutch device that is provided between a drive shaft and a driven shaft and connects and disconnects power transmission between the drive shaft and the driven shaft is well known.

This type of clutch device is used for crankshaft,
Alternatively, a drum-shaped clutch outer driven by a drive shaft derived from this, a drum-shaped clutch inner connected to a driven shaft, and interposed between the clutch outer and the clutch inner, and locked to each of the outer and inner so as to be slidable in the axial direction. It consists of a plurality of clutch disks and plates, and a spring for clutch engagement/disengagement that presses these in the direction of frictional engagement.The clutch is engaged/disconnected by using a clutch lever or the like to move the clutch pressure plate, which is compressed by the clutch springs. The clutch is restrained in the axial direction by operation, and the frictional engagement is released when the clutch spring is stretched, disconnecting the clutch. When the clutch spring is released from restraint in the stretching direction, the clutch pressure plate is pressed, and the frictional engagement is restored. and connect the clutch.

(Problems to be Solved by the Invention) Conventional clutches of this kind rely exclusively on the elastic force inherent in the clutch spring for the frictional engagement elastic force of the clutch disk and clutch plate, which are frictionally engaged via the clutch pressure plate. are doing. Therefore, in order to ensure reliable engagement, the spring load of the clutch spring is set to a necessary value, and large-sized, large-displacement, and high-horsepower engines require a high spring load. Therefore, the operation of disengaging the clutch from the frictional engagement state, that is, the operation of opening the clutch, must be performed against the above-mentioned large spring load, which requires a large operating load and is difficult to operate. In addition, the elastic force of the clutch in its engaged state is constant, so if a large backload is applied from the driven shaft during deceleration, the torque will be transmitted to the clutch device, which will be transmitted to the transmission system and transmission system, causing damage to the transmission system. There is a risk that the transmission system and transmission system may be adversely affected and their durability may be reduced, so the transmission system and transmission system must be designed to have more strength than necessary in consideration of the back load.

The present inventor has devised the present invention in order to improve the above-mentioned disadvantages in conventional clutch devices.The object of the present invention is to compress the clutch spring during acceleration, that is, increase the spring load to reduce friction. A cam mechanism, etc. that is adjusted in the direction to ensure that the clutch spring is engaged securely, and in the direction that the clutch spring is extended during deceleration or stationary operation, that is, the spring load is lowered to weaken the frictional engagement, or the clutch spring is disengaged. The present invention provides a clutch device which is provided with an adjustment mechanism consisting of the following.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides a clutch outer that is connected to the drive shaft side via a gear train, and a clutch inner that is disposed within the clutch outer and is slidable with respect to the clutch outer. a clutch disk and a clutch plate provided between the clutch inner and the clutch outer; a pressure plate integrally formed at an end of the clutch inner and located on one end side of the clutch disk and clutch plate; a clutch center located on the other end side of the clutch disk and the clutch plate; a fixing member fixed to the driven shaft; and a clutch center attached to the clutch inner and rotatable in a direction around the axis of the driven shaft with respect to the fixing member. a movable member that is slidable in the axial direction; and a movable member that is provided between the movable member and the clutch inner and presses the clutch inner and the pressure plate in the direction of frictional engagement between the clutch disk and the clutch plate. a clutch spring that presses the concave cam toward the fixed member, a concave cam is formed on the fixed member, a convex cam that engages with the concave cam is formed on the movable member, and the depth of the concave cam is adjusted from the drive shaft. The clutch spring is formed to be gradually shallower in the direction of rotation of the movable member driven by the clutch inner, and the clutch spring is disposed within the recess space of the clutch inner.

(Function) When driving from the drive shaft, such as during acceleration, the engagement between the concave and convex cams is shallowed and the clutch spring is compressed, increasing the spring load, making the engagement strong and reliable even when the set load of the clutch spring is low. can be carried out to eliminate power loss. Furthermore, when driving from the driven shaft, such as during deceleration, the engagement between the concave cam and the convex cam is deepened to extend the clutch spring, suppressing back load and improving the durability of the transmission system.

(Embodiment) Next, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a vertical sectional side view of the clutch device according to the present invention, Fig. 2 is an exploded perspective view of the main parts, and Fig. 3 is an exploded perspective view of the main parts.
4 and 4 show action explanatory diagrams.

In FIG. 1, 1 is a crankshaft or a drive shaft driven by the crankshaft, and 2 is a driven shaft parallel to this. A gear 3 is fixed to the drive shaft 1, and the gear 3 meshes with a gear 5 attached to the base of a clutch outer 4 rotatably fitted onto the driven shaft 2. A large-diameter drum portion 4a is formed at the tip of the clutch outer 4, and outer peripheral base portions 6a of a plurality of clutch disks 6 are locked in grooves 4b radially provided in the inner diameter portion of the drum portion 4a so as to be slidable in the axial direction. There is.

A clutch inner 7a having a pressure plate 7 formed at its end is disposed within the inner diameter of the drum portion 4a of the clutch outer 4.
Grooves 7b... are formed radially on the outer diameter part of the grooves 7b, and a plurality of clutch plates 8... are formed in the base part 8 on the inner diameter side.
The plates 8...
are arranged alternately between the clutch disks 6, and most of the radial portions of the clutch discs 8, 6, and so on overlap in the radial direction.

A spline 7c consisting of an axial groove is formed on the inner diameter part of the clutch inner 7a, and a spline 9b formed on the outer periphery of the outer diameter drum part 9a of the movable member 9 disposed on the inner diameter side is engaged with the spline 7c. 7c and 9b enable sliding in the axial direction.
A clutch spring 10 is held between the outer wall of the ring-shaped disk portion 9c of the movable member 9 and the spring receiving portion 7d partially protruding in the inner diameter direction at the tip end of the clutch inner 7a.
The spring 10 is guided by a guide 7e that projects from the spring receiving portion 7d in the axial direction.

A cylindrical base 1 of a fixing member 11 is provided at the tip of the driven shaft 2.
1a is fitted and fixed, and the rear end flange portion 11b of this
The outer diameter portion 11c is restrained by a ring-shaped flange portion 9d provided at the rear end of the outer diameter portion of the movable member 9, and the front wall 11d of the outer diameter side peripheral portion of the flange portion 11b is fixed to the disk portion 9.
abut against the inner rear wall 9e of c. Fixed member 11
The base 11a of the clutch center 12 is mounted on the base 11a of the clutch center 12.
2a is fitted, and its outer diameter tip 12b is opposed to the most advanced clutch plate 6a, so as to support the elastic force acting on the pressure plate 7. The groove 12c engages with the tip of the groove 7b on the outer diameter of the clutch inner 7a. In the drawings, reference numeral 13 indicates a clip for locking the movable member 9, and reference numeral 14 indicates a piece for operating the pressure plate 7 in the opening direction with an operating lever 15. The operating lever 15 is operated by rotating the arm 16 with a rod. be done. A support member 15a is fixed to the middle part of the operating lever 15, and an adjustment screw 1 is inserted into the mounting hole 15b formed in the support member 15a and the operating lever 15.
Screw together 5c. In addition, an inspection window c1 is formed in the cover c covering the clutch device, and a cover c2 is detachably attached to the inspection window c1. Said adjustment screw 1
5c faces the inspection window c1 inside the case c and is located on the center line of the driven shaft 2. The adjustment screw is used to adjust the actuation timing of the clutch, and this adjustment is performed by removing the cover c2 and rotating the adjustment screw c2 with a screwdriver or the like to move it forward or backward.

By the way, as shown in FIGS. 2, 3, and 4, the outer wall of the flange portion 11b of the fixing member 11 has different depths in the axial direction, and has an inclined surface 1 in the axial direction.
A concave cam 17 having a diameter 7a is formed. On the other hand, an axially protruding convex cam 18 is provided on the inner rear wall 9e of the disk portion 9c of the movable cam 9 so as to engage with the concave cam 17, and the tip of the convex cam 18 corresponds to the inclined surface 17a. It has an inclined surface 18a. The width of the convex cam 18 in the circumferential direction is sufficiently smaller than that of the concave cam 17.

Next, to explain its function and effect, the output of the engine is generated by the drive shaft 1, gears 3 and 5, clutch outer 4, clutch disc 6, plate 8, center 1.
2. Pressure plate 7 and clutch inner 7
a, driven shaft 2 via movable member 9 and fixed member 11
transmitted to.

FIG. 3 shows a neutral state or a state during deceleration, in which the convex cam 18 is engaged with the deepest position of the concave cam 17, so that the set length l of the spring 10 is long and in an extended state. Therefore, the spring load acting on the pressure plate 7 is small, and the frictional engagement force is weak. Therefore, the operation of moving the pressure plate 7 to the left in FIG. 1 via the top 14 to release the engagement can be performed with a small operating load, making the operation easy.

When the clutch is engaged and the vehicle is started, during acceleration, that is, when driving from the drive shaft side, the movable member 9 on the drive side precedes the driven fixed member 11 on the driven shaft side, and the rotational position in the circumferential direction increases. A phase difference occurs, and as a result, the convex cam 17 is guided by the inclined surfaces 18a and 17a.
moves in the axial direction. As a result, the spring 10 is compressed and its set length is l ₁ as shown in FIG.
In other words, the spring 10 is compressed, and the spring load acting on the pressure plate 7 that receives one end of the spring increases, thereby strengthening the frictional engagement and reducing power loss.

During deceleration, that is, when driving from the driven shaft side, the fixed member 11 side precedes the movable member 9, creating a rotational phase difference in the opposite direction to the above, and the convex cam 18 is moved relative to the movable member 9 through the inclined surfaces 17a and 18a. As the concave cam 17 moves deeper, the axial length of the spring 10 increases as shown in FIG. 3, and as a result, the spring load acting on the pressure plate 7 becomes lower, and the frictional engagement elastic force becomes weaker. . Therefore, excessive backload transmitted to the transmission system, etc. via the driving wheels and driven shaft is absorbed by the reduction in the frictional engagement elastic pressure, which alleviates the effect of excessive backload on the transmission system, etc., and protects it. I will do it. When stopped, the state shown in FIG. 3 is restored by the spring load.

In the embodiment shown above, the cam is a concave-convex cam, but
Specifically, it is not limited to the above, but is arbitrary.

By the way, in this embodiment, since the adjusting screw 15c is arranged inside the case c, there is no need to form a hole for installing the adjusting screw in the case c as in the conventional case, and the oil inside the case c is removed when adjusting the adjusting screw 15c. It can prevent leakage to the outside. Furthermore, by removing the lid c2 of the inspection window c1, the adjustment screw 15c inside the case c can be visually checked, making adjustment easy.

(Effects of the Invention) As described above, according to the present invention, when driving from the drive shaft such as during acceleration, the engagement between the concave cam and the convex cam is made shallow and the clutch spring is compressed, thereby increasing the spring load and reducing the set load of the clutch spring. Even if the power is low, engagement can be performed firmly and reliably, and power loss can be eliminated. Furthermore, when driving from the driven shaft, such as during deceleration, the engagement between the concave cam and the convex cam is deepened to extend the clutch spring, suppressing back load and improving the durability of the transmission system. In addition, in the present invention, since the clutch spring also serves as a cam actuation spring, the spring is 1
Therefore, the number of parts of the clutch device and the manufacturing process can be reduced, and the clutch device can be made smaller and lighter.

In addition, since the clutch spring is located inside the clutch inner, it does not have any effect on the gear train between the drive shaft and the driven shaft. I never get used to it.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention; FIG. 1 is a longitudinal sectional side view of the clutch device, FIG. 2 is an exploded perspective view of the main parts, and FIGS. 3 and 4 are explanatory diagrams of the operation. In the drawings, 1 is a drive shaft, 2 is a driven shaft, 15c is an adjustment member, c is a case, c1 is an inspection window, and c2 is a lid.

Claims (1)

[Claims] 1. A clutch outer connected to the drive shaft side via a gear train, a clutch inner disposed within the clutch outer and slidable with respect to the clutch outer, and a clutch disk and clutch provided between the clutch inner and the clutch outer. a pressure plate integrally formed at an end of the clutch inner and located at one end of the clutch disk and the clutch plate; a clutch center located at the other end of the clutch disk and the clutch plate; a fixed member fixed to the driven shaft; a movable member attached to the clutch inner and rotatable in a direction around the axis of the driven shaft and slidable in the axial direction with respect to the fixed member; the movable member and the clutch inner a clutch spring provided between the clutch inner and the pressure plate in the direction of frictional engagement between the clutch disk and the clutch plate, and the movable member toward the fixed member; a convex cam that engages with the concave cam is formed on the movable member, the depth of the concave cam is gradually reduced in a direction of rotation of the movable member driven by a drive shaft, and the clutch spring is A clutch device characterized in that the clutch device is disposed within a recessed space of the clutch inner.