JPH0430428Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a so-called diaphragm spring type friction clutch in which a pressure plate is incorporated inside a clutch cover via a diaphragm spring.

(Prior Art) In this type of friction clutch, a structure in which a plurality of weights are attached to a diaphragm spring has already been proposed, as shown in, for example, Japanese Patent Laid-Open No. 59-131033. In this configuration, when the rotational speed of the friction clutch increases, the centrifugal force acting on each weight functions to assist the pressing force of the pressure plate by the diaphragm spring.

(Problems to be Solved by the Invention) In the friction clutch having the above structure, in order to further increase the pressing force of the pressure plate, that is, the joining force of the clutch, the only option is to increase the weight or number of the weights. . In such a case, the friction clutch itself becomes heavy, and stress is applied to the diaphragm spring based on the centrifugal force acting on the weight even during low-speed rotation when a large joining force is not required, which adversely affects the durability of the diaphragm spring. become.

The technical problem of the present invention is to increase the clutch engagement force only at high speed rotation without increasing the weight of the friction clutch.

(Means for Solving the Problems) In order to solve the above problems, the diaphragm spring type friction clutch of the present invention is constructed as follows.

In other words, it is a friction clutch in which a pressure plate is incorporated inside a clutch cover via a diaphragm spring, and the diameter of this diaphragm spring is A weight is attached so as to be movable in this direction, and a spring force is applied to the weight in the direction of pulling it back.

(Function) In the above configuration, when the friction clutch rotates at high speed, the centrifugal force acting on the weight causes the weight to be displaced toward the outer circumference of the diaphragm spring. As a result, the point of action of the centrifugal force on the weight changes to the outer periphery of the diaphragm spring, and the stress acting on the diaphragm spring increases. Therefore, the spring stiffness of the diaphragm spring increases, and the engagement force of the clutch increases.

When the friction clutch rotates at a low speed, the weight is pulled back to its original position by the spring force acting on it. This prevents unnecessary stress from acting on the tire flamm spring.

(Effects of the invention) As described above, according to the invention, the stress of the diaphragm spring due to the action of the weight is increased during high-speed rotation without increasing the weight of the friction clutch, thereby increasing the spring rigidity of the diaphragm spring. At the same time, the connecting force of the clutch can be increased. Note that when a half-clutch operation is performed during this high-speed rotation, since the spring stiffness of the diaphragm spring is increased, vibrations from the engine side are less likely to be transmitted to the clutch pedal, and the vibrations of this pedal are suppressed.

Further, when the friction clutch rotates at a low speed, the stress on the diaphragm spring is reduced, and the durability of the diaphragm spring is less likely to be adversely affected.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

First, in FIG. 1 showing the back side of the integral component (friction clutch assembly) of a diaphragm spring type friction clutch, and in FIG. 2 showing an enlarged cross-section taken along the line - in FIG. Flywheel 1 rotating together with the crankshaft of an engine (not shown)
In contrast, it is fixed with bolts 4. A diaphragm spring 5 and a pair of pivot rings 6 are attached to the inside of the clutch cover 3 by a support 7. Furthermore, the inside of this diaphragm spring 5 (flywheel 1
A pressure plate 8 is attached to the clutch cover 3 by a strap (not shown) so that it can be displaced in the axial direction of the friction clutch (in the left-right direction in FIG. 2). Further, the pressure plate 8 and the outer peripheral portion of the diaphragm spring 5 are connected to each other by a retracting spring (not shown).

Note that a facing 9a of a clutch disk 9 is located between the flywheel 1 and the pressure plate 8, which transmits rotation to an input shaft of a transmission (not shown).
The facing 9a of the clutch disk 9 is normally held between the flywheel 1 and the pressure plate 8, which receives the elasticity of the diaphragm spring 5, under a large load. This state is the engaged state of the friction clutch, and rotation of a crankshaft (not shown) can be transmitted from the clutch disk 9 to the input shaft of the transmission.

Further, when the clutch release is operated, the tip of the lever (the end on the center side) of the diaphragm spring 5 is pressed toward the left in FIG. 2 by a clutch release bearing (not shown). As a result, the diaphragm spring 5 rotates about the pivot ring 6 as a fulcrum, and its outer periphery is attached to the clutch disk 9 together with the pressure plate 8.
moving away from the facing 9a.
As a result, the transmission of rotation from the flywheel 1 and pressure plate 8 to the clutch disk 9 is cut off, and the friction clutch enters a rotation-blocking state.

The diaphragm spring 5 described above is provided with a plurality of slits 15 along the circumferential direction, as is clear from FIG. 3, which shows a part of the diaphragm spring in a perspective view. For example, weights 10 are attached to every other slit 15. These weights 10 are provided with legs 11 that are inserted through the slits 15, and these legs 11 can be slid diagonally upward to the right from the state shown in FIG. 2 with respect to the slits 15 of the diaphragm spring 5. be. That is, the weight 10 is movable in the radial direction of the diaphragm spring 5.

Note that a collar 11a is formed at the end of the leg portion 11 of each weight 10. Conical springs 12 are installed between these collars 11a and the diaphragm springs 5, respectively. Due to the elasticity of these conical springs 12, each weight 10 is always in the second position.
It is maintained in the state shown in the figure.

In addition, each of the above weights 10 is shown in FIGS. 1 and 3.
As is clear from the figure, mutual positioning is achieved by a ring 17 inserted through these. Furthermore, the back surface 5 of the diaphragm spring 5
Another ring 18 is attached to a on the outer peripheral side of the leg portion 11 of each weight 10.
This ring 18 is positioned by a pawl 16 that is integrally bent from the diaphragm spring 5 side. Each weight 10 is positioned relative to the diaphragm spring 5 by the ring 18 positioned by the claw 16 in this manner.

In the diaphragm spring type friction clutch constructed as described above, as the friction clutch rotates, centrifugal force F0 acts on the weight 10 as shown in FIG.
Receives component force F1 of F0. The rotational force of the friction clutch increases, and the component force F1 of the centrifugal force F0 becomes the weight 10.
When the weight 10 exceeds the elasticity of the conical spring 12 acting on the diaphragm spring 12, the weight 10 is displaced in the direction of floating from the back surface 5a of the diaphragm spring 5, as shown in FIG. As a result, weight 10
The point of action of the centrifugal force F0 on the diaphragm spring 5 is moved away from the diaphragm spring 5 compared to the state shown in FIG. As a result, the diaphragm spring 5 is
The stress acting on the area increases.

Therefore, when the friction clutch rotates at high speed, the spring stiffness of the diaphragm spring 5 is increased and the engagement force of the clutch is also increased.

Generally, when the clutch release is operated as described above, when the pressure plate 8 is slightly separated from the facing 9a of the clutch disk 9, vibrations from the engine are transmitted from the flywheel 1 and clutch cover 3 through the strap (not shown). Conveyed on Tsusiya Plate 8,
Vibration occurs in this pressure plate 8. However, in this embodiment, as described above, the spring rigidity of the diaphragm spring 5 during high speed rotation is increased, so even if the clutch release operation, that is, the half-clutch operation is performed in this state, the pressure plate 8 This avoids a situation where the diaphragm spring 5 is also vibrated by the vibrations of the diaphragm spring 5. This reduces the vibration transmitted to the clutch pedal through the clutch release bearing and clutch release mechanism (not shown) as a transmission path.

In addition, when the centrifugal force F0 acting on the weight 10 decreases and the corresponding force F1 also decreases,
The weight 10 is returned from the state shown in FIG. 4 to the state shown in FIG. 2 by the elasticity of the conical spring 12.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a plan view showing the back side of the friction clutch, FIG. FIG. 4 is a sectional view corresponding to FIG. 2 and showing the state of the friction clutch during rotation. 3... Clutch cover, 5... Diaphragm spring, 5a... Back side of diaphragm spring, 8... Pressure plate, 10... Weight, 12... Conical spring.

Claims (1)

[Scope of utility model registration request] This is a friction clutch in which a pressure plate is installed inside a clutch cover via a diaphragm spring, and as the friction clutch rotates, centrifugal force is applied to the diaphragm spring in the radial direction of the diaphragm spring. A diaphragm spring type friction clutch characterized in that a weight is attached so as to be movable to the opposite direction, and a spring force is applied to the weight in the direction of pulling it back.