JPH04302715A - Clutch - Google Patents

Abstract

PURPOSE:To use the clutch in a wide rotation frequency scope without affecting to the synchronization of gears by a synchronous engaging mechanism of a transmission, to make the torque capacity/weight ratio larger so as to assemble easily, and to secure the setting space easily. CONSTITUTION:To a transmission 4 connected to an internal combustion engine 2, the first input shaft 18, and the second input shaft 20 installed rotatable to the outer side of the first input shaft 18 are provided, and a clutch housing 28 installed at the transmission side end of a crankshaft 10 of the internal combustion engine 2 is provided. In the clutch housing 28, the first clutch mechanism 30 to engage and disengage the driving force input to the first input shaft 18, positioning at the internal combustion engine side, is provided, and the second clutch mechanism 32 to engage and disengage the driving force input to the second input shaft 20, positioning at the transmission side, is provided, and the system is composed so that either side of the first and the second clutch mechanisms is engaged by giving such an operation.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch that connects and disconnects driving force, and more particularly to a clutch that can input the driving force of an internal combustion engine to a first input shaft and a second input shaft of a transmission, respectively.

0002

[Prior Art] Vehicles are equipped with a clutch that connects and connects the driving force between the internal combustion engine and the transmission that appropriately converts and extracts the driving force of the internal combustion engine depending on the driving condition. There is. Such clutches are disclosed in Japanese Utility Model Publication No. 2-45555 and Japanese Patent Publication No. 2-59330. In the one disclosed in Japanese Utility Model Publication No. 2-45555, the retainer of a one-way clutch provided in an automatic transmission is formed into a shape that can prevent incorrect assembly. Furthermore, the technology disclosed in Japanese Patent Publication No. 2-59330 appropriately controls the slip amount of a direct coupling clutch provided in an automatic transmission so as to prevent torque fluctuations from occurring in a transient state.

0003

By the way, some clutches input the driving force of an internal combustion engine to a first input shaft and a second input shaft of a transmission, respectively. This clutch is 2
A transmission connected to an internal combustion engine is provided with a first input shaft and a second input shaft rotatably mounted on the first input shaft. The input of the driving force of the internal combustion engine to the two input shafts is connected and disconnected by the first and second clutch mechanisms, respectively. As a clutch equipped with two first and second clutch mechanisms in this way,
There are types that are installed in series, in which the driving force is intermittent by electromagnetic or hydraulic operating force, and separate types, in which the driving force is interrupted and interrupted by hydraulic operating force.

However, all of these clutches have
Since the inertia of the clutch disk or the rotor is large, it becomes difficult to synchronize the gears by the synchronous mesh mechanism of the transmission, and there is a problem that it cannot be used in a wide range of rotation speeds. In addition, since the hydraulic series type and the separated type are wet type, there is an inconvenience that the drag resistance adversely affects the synchronization of the gears by the synchronous mesh mechanism of the transmission. Furthermore, the electromagnetic series arrangement type has a small torque capacity/weight ratio, the hydraulic series arrangement type is complicated to assemble, and the hydraulic series arrangement type has a small torque capacity/weight ratio. The molded type has the disadvantage that it is difficult to secure a space for its installation.

[0005]

[Means for Solving the Problems] In order to eliminate such inconveniences, the present invention provides a transmission coupled to an internal combustion engine with a first input shaft and a first input shaft rotatably mounted on the first input shaft. 2 input shafts, and a clutch housing attached to the transmission side end of the crankshaft of the internal combustion engine,
The clutch housing is provided with a first clutch mechanism that is located on the internal combustion engine side and connects and disconnects the driving force input to the first input shaft, and is also installed on the transmission side and is installed on the second input shaft. A second clutch mechanism is assembled and provided to connect and disconnect the driving force input to the first clutch mechanism, and either one of the first clutch mechanism and the second clutch mechanism is connected by applying an operating force. do.

[0006]

[Operation] According to the structure of the present invention, the clutch housing attached to the transmission side end of the crankshaft of the internal combustion engine is located on the internal combustion engine side and receives the driving force input to the first input shaft of the transmission. By assembling and providing the first clutch mechanism that engages and disengages, and also assembling and providing the second clutch mechanism that is located on the transmission side and engages and engages the driving force input to the second input shaft of the transmission, the conventional Compared to electromagnetic or hydraulic type clutches arranged in series, or hydraulic type clutches arranged separately, the inertia can be reduced, the structure can be simplified, and the overall length can be shortened. In addition, since either the first clutch mechanism or the second clutch mechanism is configured to be connected by applying an operating force, even if the function of the clutch operating system is stopped due to disconnection, etc. The first part of the transmission
The driving force of the internal combustion engine can be input to either the input shaft or the second input shaft.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Examples of the present invention will be described in detail below with reference to the drawings.

FIGS. 1 and 2 show an embodiment of the present invention. In FIG. 1, 2 is an internal combustion engine, 4 is a transmission,
6 is a clutch. The internal combustion engine 2 is provided with a crankshaft 10 pivotally supported in an engine side case 8, and the crankshaft 1
Bolt 1 fixing the flywheel 12 to the side end of the transmission 4 of
It is fixed by 4. The transmission 4 includes a first input shaft 18 that inputs the driving force of the internal combustion engine 2 into a transmission case 16, and a second input shaft 18 rotatably mounted on the first input shaft 18.
The input shaft 20 is pivotally supported. The first input shaft 18 is provided with a first through hole 22 in the axial direction, and is provided with a first through hole 24 having a longer diameter in the axial direction at a position facing in the diametrical direction near the end on the side of the internal combustion engine 2. The second input shaft 20 has a second shaft in the axial direction so as to be rotatably mounted on the first input shaft 18.
A through hole 26 is provided.

The clutch 6 connects the internal combustion engine 2 and the transmission 4.
is established between. The clutch 6 is provided with a clutch housing 28 that is attached to a flywheel 12 fixed to an end of the crankshaft 10 of the internal combustion engine 2 on the transmission 4 side. The clutch housing 28 is provided with a first clutch mechanism 30 that is located on the internal combustion engine 2 side and connects and disconnects the driving force input to the first input shaft 18 of the transmission 4. The second input shaft 2 of the transmission 4
A second clutch mechanism 32 that connects and disconnects the driving force input to
It is installed and installed. Either one of the first clutch mechanism 30 and the second clutch mechanism 32 is configured to be connected by applying an operating force.

More specifically, the flywheel 12 is provided with a wheel-side mounting portion 34 at an outer portion on the transmission 4 side. The clutch housing 28 is provided with a housing-side mounting portion 36 at an outer portion on the internal combustion engine 2 side. The housing side attachment portion 36 is connected to the wheel side attachment portion 34.
It is attached to by a mounting bolt 38. Further, the clutch housing 28 is provided with an annular plate-shaped protrusion 40 at an inner intermediate portion. The first clutch mechanism 30 is assembled so as to be located on the internal combustion engine 2 side of the protrusion 40. Further, the second clutch mechanism 32 has this protrusion 40
It is located and assembled on the transmission 4 side.

The first clutch mechanism 30 includes a first pressed portion 42 on the internal combustion engine 2 side of a protruding portion 40 at an inner intermediate portion of the clutch housing 28, and a first boss portion on the first input shaft 18. A first facing 48 of a first clutch disc 46 spline-fitted by a spline 44 is provided on the internal combustion engine 2 side of the first pressed portion 42, and a first pressure plate 50 is provided on the internal combustion engine 2 side of the first facing 48. A pull-type first release plate 52 is provided on the internal combustion engine 2 side of the first pressure plate 50. The first release plate 52 has an intermediate portion abutted against the first pressure plate 50, and the clutch housing 2
The outer end portion is pivotably supported by a first clutch cover 56 fixed to the internal combustion engine 2 side of 8 by a fixing bolt 54, and the inner end portion is abutted against a first release bearing 58.

[0012] The first release bearing 58 is
A first inner race 60 that is externally fitted onto the input shaft 18 so as to be movable in the axial direction, a first outer race 62 that comes into contact with the inner end portion of the first release plate 52, a first inner race 60, and a first outer race. and a first ball 64 interposed between the balls 62 and 62. As shown in FIGS. 2 to 4, the first inner race 60 is provided with through grooves 68 extending to each side in the axial direction at opposing positions of the inner circumferential surface 66.
A first release groove 70 is provided at an opposing position on one axial side of 6. This first release groove portion 70 is provided with a first release engaging body 72 that is engaged with the first through hole 24 of the first input shaft 18 so as to be movable in the axial direction. The first release engaging body 72 is brought into contact with the tip of a first release rod 74 that is fitted into the first through hole 22 so as to be movable in the axial direction.

The second clutch mechanism 32 is connected to the transmission 4 of the protrusion 40 at the inner intermediate portion of the clutch housing 28.
A second pressed portion 76 is provided on the side. Therefore, the first pressed portion 42 and the second pressed portion 76 are
It is integrated into the . In addition, the second clutch mechanism 3
2, a second facing 82 of a second clutch disc 80 spline-fitted to the second input shaft 20 by a second boss portion 78 is provided on the transmission 4 side of the second pressed portion 76; A second pressure plate 84 is provided on the transmission 4 side of the facing 82, and a second release plate 86 is provided on the transmission 4 side of the second pressure plate 84. The second release plate 86 has an intermediate portion abutted against the second pressure plate 84, and an outer end portion thereof is swingable on a second clutch cover 90 fixed to the transmission 4 side of the clutch housing 28 by a fixing bolt 86. The inner end portion is abutted against the second release bearing 92.

The second release bearing 92 is brought into contact with a second inner race 94 externally fitted onto the shaft support 93 of the transmission 4 so as to be movable in the axial direction, and an inner end portion of the second release plate 86. It is composed of a second outer race 96 and a second ball 98 interposed between the second inner race 94 and the second outer race 96. The second inner race 94 is provided with a second release groove 100 that engages a second release fork (not shown).

As a result, the clutch 6 is positioned on the internal combustion engine 2 side of the clutch housing 28 and is connected to the first clutch of the transmission 4.
A first clutch mechanism 30 is assembled and provided to intermittent the driving force input to the input shaft 18, and is located on the transmission 4 side to intermittent the driving force input to the second input shaft 20 of the transmission 4. A second clutch mechanism 32 is assembled and provided.

Either one of the first clutch mechanism 30 and the second clutch mechanism 32 is configured to be connected by applying an operating force. That is, the first clutch mechanism 30
is disconnected when the first release bearing 58 is moved toward the internal combustion engine 2 via the first release engaging body 72 by operating the first release rod 74, and the driving force to the first input shaft 18 of the transmission 4 is cut off. Input is blocked. On the other hand, the second clutch mechanism 32 is connected when the second release bearing 92 is moved toward the internal combustion engine 2 by operating a second release fork (not shown), and driving force is input to the second input shaft 20 of the transmission 4. Ru.

Next, the operation will be explained.

The clutch 6 is first fitted with the first clutch disc 4 of the first clutch mechanism 30 in the clutch housing 28.
6 etc., and the second clutch disc 80 etc. of the second clutch mechanism 32 are also assembled. Next, the first boss portion 4 of the first clutch disc 46 of the first clutch mechanism 30
4 and the first release bearing 58 are assembled to the first input shaft 18 of the transmission 4, and the second boss portion 78 of the second clutch disc 80 of the second clutch mechanism 32 is assembled to the second input shaft 20, and , the second release bearing 92 of the second clutch mechanism 32 is assembled to the shaft support 93 of the transmission 4. Then, the transmission 4 is connected to the internal combustion engine 2, and the clutch housing 28 is attached to the flywheel 12 using bolts 40.
Attach by.

In the clutch 6 installed in this manner, the first release bearing 58 is moved toward the transmission 4 by means not shown, and the first clutch mechanism 30 is connected.
Driving force is input to the first input shaft 18 of the transmission 4 . Furthermore, when the first release rod 74 is operated toward the internal combustion engine 2 side, the first release bearing 58 is moved toward the internal combustion engine 2 side via the first release engaging body 72, the first clutch mechanism 30 is disconnected, and the transmission The input of driving force to the first input shaft 18 of No. 4 is cut off.

On the other hand, when the second release fork (not shown) of the clutch 6 is operated toward the internal combustion engine 2 side, the second release bearing 92 is moved toward the internal combustion engine 2 side, the second clutch mechanism 32 is connected, and the transmission 4 Driving force is input to the second input shaft 20 of. In addition, a second
The release bearing 92 is moved to the transmission 4 side and the second
The clutch mechanism 32 is disconnected, and the second input shaft 2 of the transmission 4
The input of driving force to 0 is cut off.

In this way, this clutch 6 transfers the driving force of the internal combustion engine 2 to the first input shaft 18 and the second input shaft 2 of the transmission 4.
0 and 0 respectively.

[0022] This clutch 6 has a clutch housing 2
The first input shaft 1 of the transmission 4 is located on the internal combustion engine 2 side of 8.
A first clutch mechanism 30 that connects and disconnects the driving force input to 8.
A second clutch mechanism 32 is also assembled and provided, and is located on the transmission 4 side of the clutch housing 28 to connect and disconnect the driving force input to the second input shaft 20 of the transmission 4. As a result, inertia can be reduced compared to conventional electromagnetic or hydraulic clutches that are arranged in series, or hydraulically separated clutches, and it is possible to use a normal clutch disc. Therefore, the structure can be simplified and the overall length can be shortened. In addition, the first clutch mechanism 3
0 and the second clutch mechanism 32. In this embodiment, the second clutch mechanism 32 is configured to be connected by applying an operating force, so that even if the function of the clutch operating system is interrupted due to a disconnection, etc. Even when the engine is stopped, the driving force of the internal combustion engine 2 can be input to the second input shaft 20 of the transmission 4.

Therefore, this clutch 6 can be used in a wide rotational speed range without adversely affecting the synchronization of gears by the synchronous mesh mechanism (not shown) of the transmission 4, and has a low torque capacity/weight ratio. It is possible to realize a clutch that has a large capacity, is easy to assemble, and can easily secure installation space. In addition, even if the function of the clutch operation system is stopped due to disconnection or the like, the driving force of the internal combustion engine 2 can be input to the second input shaft 20 of the transmission 4, so that the clutch 6 has a fail-safe function. can be ensured.

[0024]

As described above, according to the present invention, the first clutch mechanism is assembled and provided, which is located on the internal combustion engine side of the clutch housing and connects and disconnects the driving force input to the first input shaft of the transmission. In addition, by installing and providing a second clutch mechanism that is located on the transmission side of the clutch housing and connects and disconnects the driving force input to the second input shaft of the transmission, it is possible to eliminate the conventional electromagnetic or hydraulic type series. Disposed type clutch,
Compared to a hydraulic separate type clutch, the inertia can be reduced, the structure can be simplified, and the overall length can be shortened. In addition, since either the first clutch mechanism or the second clutch mechanism is configured to be connected by applying an operating force, even if the function of the clutch operating system is stopped due to disconnection, etc. The driving force of the internal combustion engine can be input to either the first input shaft or the second input shaft of the transmission.

Therefore, as a clutch that can input the driving force of the internal combustion engine to the first input shaft and the second input shaft of the transmission, it has a negative effect on the synchronization of gears by the synchronized mesh mechanism of the transmission. Therefore, it is possible to realize a clutch that can be used in a wide range of rotation speeds, has a large torque capacity/weight ratio, is easy to assemble, and can easily secure installation space. Furthermore, even if the function of the clutch operation system is stopped due to disconnection, etc., the driving force of the internal combustion engine can be input to either the first input shaft or the second input shaft of the transmission. , it is possible to ensure a fail-safe function in the clutch.

[Brief explanation of drawings]

FIG. 1 is a sectional view of a clutch showing an embodiment of the present invention.

FIG. 2 is a front view of the first inner race of the first release bearing.

FIG. 3 is a sectional view taken along the line ⓓ-ⓓ of FIG. 2;

FIG. 4 is a sectional view taken along the line ⓓ-ⓓ of FIG. 2;

[Explanation of symbols]

2 Internal combustion engine 4 Transmission 6 Clutch 10 Crankshaft 12 Flywheel 18 First input shaft 20 Second input shaft 28 Clutch housing 30 First clutch mechanism 32 Second clutch mechanism 40 Protruding part 42 First pressed part 46 1st clutch disc 48 First facing 50 First pressure plate 52 1st release plate 56 1st clutch cover 58 1st release bearing 76 Second pressed part 80 2nd clutch disc 82 Second facing 84 Second pressure plate 86 2nd release plate 90 Second clutch cover 90 92 2nd release bearing

Claims (1)

[Claims] 1. A transmission coupled to an internal combustion engine is provided with a first input shaft and a second input shaft rotatably mounted on the first input shaft, the transmission being connected to a crankshaft of the internal combustion engine. A clutch housing is provided that is attached to the end, and a first clutch mechanism that is located on the internal combustion engine side and connects and disconnects the driving force input to the first input shaft is assembled and provided on the clutch housing, and a first clutch mechanism that is attached to the transmission side is provided. A second clutch mechanism is assembled and provided to connect and connect the driving force input to the second input shaft by being positioned at the second input shaft, and the first clutch mechanism and the second clutch mechanism
A clutch characterized in that either one of the clutch mechanism and the clutch mechanism is connected by applying an operating force.