JPH0571554A - Multidisc clutch - Google Patents

Abstract

PURPOSE:To provide a multidisc clutch which reduces the load applied to an engine by the reactive torque in following to the instantaneous reactive torque or the small reactive torque when speed of the vehicle is decelerated. CONSTITUTION:As for a multidisc clutch A used on the vehicle such as motorcycle, power is transmitted by press-attaching a frictional plate 2 between a clutch center 4 and a pressure plate 5. Further the pressure plate 5 presses the frictional plate 2 in the clutch connection direction by the urging forces of a plurality of clutch springs 6. A spring repose means 8 for shifting one edge of the clutch spring 6 which presses the pressure plate 5, in the clutch connection releasing direction, is installed on the whole or a part of the clutch spring 6.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-disc clutch that reduces counter torque generated between a main shaft (transmission shaft) and an engine when the vehicle is decelerated.

[0002]

2. Description of the Related Art Generally, in a motorcycle having a high-speed rotation type output characteristic, a reduction ratio is increased by connecting an engine to a clutch via a crankshaft and a primary speed reducer, for example. However, if the reduction gear ratio is increased, the reaction torque (torque generated by the deviation between the engine rotation and the wheel rotation during deceleration) increases when the traveling motorcycle is decelerated, and the load on the engine increases. Will be costly. Therefore, the multi-plate clutch of the motorcycle is provided with a mechanism that reduces the load on the engine due to the anti-torque.

Conventionally, as a multi-disc clutch having the above-mentioned mechanism, for example, as in Japanese Patent Laid-Open No. 61-96222, when a counter torque is input during deceleration, a cam mechanism driven by the counter torque releases the pressure plate from the clutch. There is one that presses in the direction to reduce the clutch capacity and slide the friction plates to absorb the deviation of the rotation generated between the engine and the wheel.

That is, in the multi-disc clutch, when a counter torque is input to the multi-disc clutch, the pressure plates pressed by the plurality of clutch springs in the clutch coupling direction are engaged against the urging force of the clutch springs. It is pressed in the releasing direction.

Further, as another mechanism for reducing the load on the engine, as in Japanese Patent Laid-Open No. 61-294219, a cam mechanism driven by a counter torque when a counter torque is input,
Move the clutch pulling bolt that supports the clutch spring in the direction that weakens the biasing force of the clutch spring against the pressure plate, reduce the clutch capacity, and slide the friction plates to prevent the rotation between the engine and the wheel. There was something that absorbed the gap.

[0006]

By the way, in the former multi-disc clutch of the above-mentioned conventional multi-disc clutches, in order to reduce the clutch capacity and to slide the friction plates, the friction is relatively large in the clutch device. It is necessary to move the heavy pressure plate, and in the multi-plate clutch, the clutch hub is divided into a main hub and a sub hub, and the sub hub is moved by a cam mechanism to move the pressure plate.

From the above, when it is attempted to reduce the clutch capacity by moving the sub hub and the pressure plate in response to the anti-torque, the sub hub and the pressure plate are momentarily moved by their relatively large inertial force. It cannot follow the anti-torque and move suddenly. Therefore, the multi-plate clutch cannot cope with instantaneous counter torque. That is, when anti-torque is momentarily input to the multi-disc clutch, the clutch capacity cannot be instantly reduced to allow the friction plates to slip, and the engine may be loaded at the initial stage of anti-torque input. There is.

The latter of the conventional multi-disc clutches described above is
Thrust washer that urges the clutch spring bolt against the urging force of the clutch spring to regulate the position of the clutch spring so as to keep the urging force of the clutch spring constant when no counter torque is input. Belleville) is used. That is, the clutch spring bolt is in a state of being biased by the disc spring having a considerably greater biasing force than the clutch spring.

In the above single-plate clutch, the clutch spring bolt that restricts one end of the clutch spring when the counter torque is input is moved in the direction in which the clutch spring is extended to reduce the urging force applied to the pressure plate of the clutch spring. So
In order to reduce the urging force of the clutch spring until the friction plates slip, the moving amount of the clutch spring bolt needs to be large.

Therefore, in the above-mentioned multi-disc clutch, when the anti-torque is input, it is necessary to move the clutch spring bolt largely against the biasing force of the disc spring in order to slip the friction plates from each other. In order to slip, it is necessary to cause the disc spring to contract greatly with a relatively large force. That is, in the above multi-disc clutch, a large counter torque is required to slip the friction plate, and when the counter torque is small, the friction plate cannot be slipped and a load due to the counter torque may be applied to the engine. There is a nature.

The present invention has been made in view of the above circumstances, and provides a multi-plate clutch capable of reducing the load on the engine by the anti-torque by following the instantaneous anti-torque and the small anti-torque. It is intended to be provided.

[0012]

A multi-plate clutch according to the present invention comprises a clutch outer having a friction drive plate slidable in the longitudinal direction of a transmission shaft, and friction driven plates arranged alternately with the friction drive plate. Similarly, a clutch center slidably provided in the transmission shaft longitudinal direction, a pressure plate movable in the transmission shaft longitudinal direction for pressing the friction drive plates and the friction driven plates to perform clutch connection, and the pressure plate. It comprises a plurality of clutch springs for urging in the clutch connecting direction and a clutch releasing mechanism for moving the pressure plate in the clutch connecting releasing direction. The above-mentioned problem is that spring pausing means is provided for moving the one end in the clutch disengagement direction against the force. It was the solution.

In the multi-disc clutch of the present invention, a clutch outer having a friction drive plate slidable in the longitudinal direction of the transmission shaft and a friction driven plate alternately arranged with the friction drive plate are also provided in the transmission shaft longitudinal direction. Directionally slidable clutch center, a pressure plate movable in the transmission shaft longitudinal direction for pressing the friction drive plates and the friction driven plates to connect the clutch, and the pressure plate in the clutch connecting direction. A plurality of clutch springs for urging and a clutch release mechanism for moving the pressure plate in the clutch disengagement direction are provided, and one end portion of some clutch springs of the plurality of clutch springs is provided. , Spring suspension means for moving the one end in the clutch disengagement direction against the biasing force when the anti-torque is input That it is kicked it was means for solving the above-described problem.

[0014]

According to the above structure, the one end portion for urging the pressure plate of the clutch spring in the clutch connecting direction is moved in the clutch connecting releasing direction at the time of counter torque input by the spring pausing means, so that the clutch spring is released. The pressure plate cannot be pressed. That is, in the multi-plate clutch of the present invention, one end of the clutch spring needs to move slightly so that the pressure plate cannot be pressed, and it is necessary to move the pressure plate having a large inertial force due to its relatively large mass. There is no. Further, in the multi-plate clutch of the present invention, the friction plate can be slid at the time of anti-torque input by slightly separating one end of the clutch spring for urging the pressure plate from the pressure plate. That is, the clutch spring is slightly contracted, and a large force is not required to slide the friction plate. That is, when it is attempted to slide the friction plate by using the input anti-torque, it becomes possible to slide the friction plate even with a small anti-torque.

Therefore, the clutch capacity decreases, and the deviation between the rotation of the engine and the rotation of the wheel during deceleration is partially absorbed by the slip of the friction plate of the clutch.

Further, by providing the spring pausing means in a part of the plurality of clutch springs, the amount of decrease in the clutch capacity when the spring pausing means is operated is such that the spring pausing means is provided for the entire clutch spring. It will be decided by the number of springs, and the reduction amount of the clutch capacity at the time of anti-torque input can be easily decided.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to the drawings. 1 to 3 (A) and 3 (B) show a multi-disc clutch A of the present embodiment. The multi-disc clutch A of the first embodiment is used in a vehicle such as a motorcycle, It is arranged coaxially with the machine main shaft (transmission shaft) 1, and connects the crank gear (not shown) of the engine and the main shaft 1 in an intermittent manner.

Then, the multi-plate clutch A of the first embodiment.
Is a clutch outer 3 having friction drive plates (clutch discs) 2a slidable in the longitudinal direction of the main shaft 1, and friction driven plates (clutch plates) 2b ... Alternately arranged with the friction drive plates 2a. Similarly, a clutch center 4 slidably provided in the longitudinal direction of the spindle 1 and a pressure plate 5 movable in the longitudinal direction of the spindle for pressing the friction plates 2 (clutch disc 2a and clutch plate 2b) to engage the clutch. A plurality of clutch springs (coil springs) 6 for urging the pressure plate 5 in the clutch connecting direction (only one is shown in FIGS. 1 and 2), and the pressure plate 5 is moved in the clutch connecting releasing direction. The clutch release mechanism 7 and all or some of the clutch springs 6 ... Spring resting means 8 provided on the grayed 6 ...
(Only one is shown in FIG. 1).

The clutch outer 3 is formed in a cylindrical shape with a bottom, and a plurality of bottom parts of the clutch outer 3 are meshed with the crank gear and are plurally fitted to the drive gear 9 which is rotatably fitted to the main shaft 1 via the roller bearing 9a. Rivets 9b ... (Only one is shown in FIGS. 1 and 2). A plurality of split grooves 3a extending in the axial direction are provided on the inner peripheral surface of the clutch outer 3 at intervals in the inner peripheral direction (only one is shown in FIGS. 1 and 2). A projection 2c provided on the outer periphery of the clutch disk 2a having a substantially donut shape corresponding to the split groove 3a is slidably engaged with the split groove 3a along the split groove 3a.

The clutch center 4 is formed in a substantially cylindrical shape, and is rotatably fitted to the tip end of the main shaft 1 substantially integrally with the main shaft 1 via a center boss 10 described later. Then, on the outer peripheral surface thereof, a split groove 4a extending in the axial direction is formed.
Are provided at intervals in the outer peripheral direction (only one is shown in FIGS. 1 and 2). A projection 2d provided on the inner periphery of the clutch plate 2b having a substantially donut shape corresponding to the split groove is slidably engaged with the split groove 4a along the split groove 4a. Then, the clutch plate 2b is
It is arranged between the clutch disks 2a. Also,
A flange portion 4b is provided on the outer periphery of the rear end portion of the clutch center 4 so as to extend in the radial direction along the outer periphery. The flange portion 4b faces the clutch disc 2a on the rearmost end side and the clutch discs 2a and The clutch plate 2b is supported from the rear end side.

The pressure plate 5 is substantially disc-shaped, and its outer peripheral edge portion 5a is provided so as to face the clutch disc 2a arranged at the most tip end side so as to close the opening portion of the clutch outer 3. .. Then, the pressure plate 5 is biased toward the flange portion 4b of the clutch center 4 along the longitudinal direction of the main shaft by the plurality of clutch springs 6 ...
The clutch disc 2a and the clutch plate 2b are pressed against each other between b and the pressure plate 5.

The clutch release mechanism 7 has a release bearing 5b fitted in the center of the pressure plate 5,
It comprises a release rod 7a whose tip abuts against the release bearing 5b. The release rod 7a is arranged at the same axis as the main shaft 1, and the inner peripheral hole 1a of the main shaft 1 is arranged.
Through, and is interlocked with, for example, a clutch lever (not shown) via an appropriate transmission mechanism.

Next, the installation structure of the spring suspension means 8 and the clutch springs 6 provided with the spring suspension means 8 will be described in detail. This spring suspension means 8 ...
When the counter torque is input to the multi-plate clutch A, the clutch springs 6 that urge the pressure plate 5 to the flange portion 4b of the clutch center 4 are invalidated.

The clutch springs 6 provided with the spring pausing means 8 are arranged in the spring arrangement holes 5c provided on the same radius of the pressure plate 5 in correspondence with the number of the clutch springs 6 ... Has been done. Further, a guide cylinder portion 5d is provided on the side surface of the drive gear 9 at the peripheral portion of the spring arrangement hole 5c of the pressure plate 5 so as to protrude along the longitudinal direction of the main shaft 1. A tubular spring holder 11 is slidably inserted in the guide cylinder 5d along the inner peripheral surface of the guide cylinder 5d in the longitudinal direction of the spindle 1.

The spring holder 11 is such that one end edge portion 11a of the spring holder 11 on the drive gear 9 side receives the spring holder 11 so as to receive one end for pressing the pressure plate 5 of the clutch spring 6 in the clutch connecting direction. Is formed on the inner peripheral side of the so as to fit in the radial direction. The other end edge portion 11b of the spring holder is radially aligned with the outer peripheral side of the spring holder 11 so as to be hooked on the peripheral edge portion of the spring placement hole 5c of the pressure plate 5 from the outer surface side of the pressure plate 5. It is formed so that it spreads over all sides.

In the guide cylinder portion 5d, a cylindrical first extending portion 4c extending from the side surface of the clutch center 4 facing the pressure plate 5 is provided.
1 and the center portion of the clutch spring 6 are provided so as to penetrate therethrough. A spring seat 4e is fastened to the tip of the first extending portion 4c by a bolt 4d, and the spring seat 4e and one end edge 11a of the spring holder 11 are connected.
The clutch spring 6 is contracted between and.

Further, inside the first extending portion 4c,
The lifter rod 12 is slidably inserted along the longitudinal direction of the main shaft 1 along the inner peripheral surface of the first extending portion 4c.
Note that, in FIG. 1, the lifter rod 12 is divided along the center line c, and is divided into two states described below.

The front portion of the lifter rod 12 is a cylindrical rod portion 12a slidably inserted into the first extending portion 4c. At the rear end of the rod portion 12a, one side surface is integrally joined to the rear end of the rod portion 12a, and a disc-shaped disc portion 12b coaxial with the rod portion 12a and having a larger radius than the rod portion 12a is provided. There is.
On the other side surface side of the disk portion 12b, a protruding portion 12c that protrudes in a substantially hemispherical shape is integrally provided. Also, the disk portion 12b
A fitting hole 12e is provided in the peripheral portion of one side surface. Then, the plurality of pressing pins 12d are inserted into the fitting holes 12e.
Are fitted so as to extend parallel to the rod portion 12a. The tip of the pressing pin 12d penetrates the clutch center 4 and contacts the rear end of the spring holder 11 which is urged toward the drive gear 9 by the clutch spring 6.

Therefore, the lift rod 12 is interposed between the spring holder 11 and the flange portion 10a of the center boss 10 described later, and has a function of lifting the spring holder 11 by the cam mechanism 14 described later. However, during positive torque rotation, the lifter rod 12 has a clearance between the flange portion 10a and the spring holder 11 and is in a state where the clutch capacity does not decrease.

Next, the joint structure of the main shaft 1 and the clutch center 4 will be described. A substantially cylindrical center boss 10 is spline-fitted to the outer periphery of the tip of the main shaft 1, and is fixed so as to be immovable in the longitudinal direction of the main shaft 1 by a nut 10c. The center boss 10 is formed in a substantially cylindrical shape, and a rear end portion thereof is provided with a flange portion 10a extending in the radial direction along the outer circumference. A center hole 4f of the clutch center 4 is rotatably fitted to the center boss 10 on the front end side of the flange portion 10a on the outer circumference thereof. In addition, the flange portion 10 of the center boss 10
The a and the clutch center 4 are joined by a dog clutch (not shown) that rotates in the counter torque load rotation direction by a predetermined angle, and are loaded by the plurality of cut springs 13 with a predetermined torque in the positive torque rotation direction. When the counter torque is released after the clutch center rotates by a predetermined angle by the counter torque, the torque for returning to the original position is immediately generated.

The flange portion 1 of the center boss 10
3 is an enlarged cross-sectional view of an essential part taken along a center line c of FIG.
A cam mechanism 14 is provided as shown in (A) and FIG. 3 (B). The cam mechanism 14 includes a cam slope 10d provided on an outer peripheral side edge of the flange portion 10a of the center boss 10.
And a substantially hemispherical protrusion 12 on the rear end surface of the lifter rod 12.
and c.

The cam slope 10d is formed so as to be inclined in the direction toward the pressure plate 5 (arrow p) as it goes in the direction of rotation (arrow s). On the other hand, the rear end of the lifter rod 12 is provided with the protruding portion 12c protruding in a hemispherical shape as described above.

The predetermined angle at which the clutch center 4 can be rotated laterally opposite to each other with respect to the center boss 10 means that the first extending portion 4c of the clutch center 4 with respect to the cam slope of the flange portion 10a. The lifter rod 12 slidably inserted from the position shown in FIG.
This is the angle at which the position can be moved to the position shown in (B).

In the above structure, the spring holder 1
1, the lifter rod 12, the cam mechanism 14 and the like constitute a spring suspension means 8 provided in the clutch spring 6. The spring pausing means 8 is used as the multi-disc clutch A.
All or some of the plurality of clutch springs 6 provided to the clutch springs 6 are provided.

Next, the arrangement structure of the other clutch spring 6 without the spring pausing means 8 will be described. As shown in FIG. 2, the other clutch spring 6 is arranged in a cylindrical recess 15 provided in the pressure plate 5 corresponding to the number of these clutch springs 6. A second cylindrical extension 16 extending from the side surface of the clutch center 4 facing the pressure plate 5 penetrates the bottom of the recess 15 and the center of the clutch spring 6 in the recess 15. Are provided.

A spring seat 4e is fastened to the tip of the second extension 16 by a bolt 4d, and the clutch spring 6 is contracted between the spring seat 4e and the bottom of the recess 15. Has been done.

Next, the operation of the multi-plate clutch A of the first embodiment will be described. First, the connection and disconnection of the entire multi-plate clutch A will be briefly described. When the clutch is engaged, the clutch disc 2 a and the clutch plate 2 b are pressed by the urging force of the clutch spring 6 into the pressure plate 5 and the flange portion 4 of the clutch center 4.
Pressed between b.

In the case of releasing the clutch, the release rod 7a is moved to the pressure plate 5 side along the longitudinal direction of the main shaft 1 by operating the clutch lever, whereby the release plate 5 and the pressure plate 5 are released.
Is moved against the clutch spring 6 in the disconnecting direction (left in the figure). By the movement of the pressure plate 5, the pressure contact state between the clutch disc 2a and the clutch plate 2b between the pressure plate 5 and the flange portion 4b is released, and the clutch connection is released.

Next, the operation of the pausing means for the clutch spring 6 will be described. When the vehicle accelerates or travels normally, the clutch center 4 to the center boss 10
On the other hand, torque is applied to the front side in the rotation direction, and the center boss 10 rotates via the dog clutch. At this time, the positional relationship between the cam slope 10d of the center boss 10 and the protruding portion of the lifter rod 12 is in the state shown in FIG. 3 (A).

While the vehicle is decelerating, or while the vehicle is stopped, the main shaft 1 side is about to rotate due to inertia, whereas the drive gear 9 side is under engine braking, and the clutch center 4 side is on. Lifter rod 12
On the other hand, the cam slope 10d of the center boss 10 is subjected to torque in the direction opposite to the rotation direction s as shown by the arrow r in FIG. 3 (B), the cam slope 10d moves in the direction of the arrow r, and The rear end surface 12 rides on the cam slope 10d, and the lifter rod 12 moves in the direction of the pressure plate 5 indicated by the arrow p.

Since the tip end of the lifter rod 12 is in contact with the rear end of the spring holder 11, the spring holder 11 divides the lifter rod 12 and the spring holder 11 shown in FIG. 1 is pressed from the lower state to the upper state. Then, the other end edge portion 11b of the spring holder 11 is
From the state in which the pressure plate 5 is pressed by being pressed against the peripheral edge of the spring arrangement hole 5c of the pressure plate 5, the other end edge portion 11b is separated from the peripheral edge of the spring arrangement hole 5c, and the biasing force of the clutch spring 6 is not transmitted. It is in a state. That is, the spring suspension means 8 is in a state in which one end of the clutch spring 6 for urging the pressure plate 5 in the clutch connection direction is moved in the clutch connection release direction against the urging force when a counter torque is input.

When the spring suspension means 8 is applied to all clutch springs 6, the cut springs 1
When a counter torque larger than the predetermined torque set by 3 is input, the clutch center 4 rotates with respect to the center boss 10, and the spring pausing means 8 causes the cam mechanism 14 to rotate.
Thus, it lifts and moves in the clutch disengagement direction against the urging force of the clutch spring 6. Therefore, the clutch capacity is reduced and slippage occurs in the clutch. At this time, the clutch capacity is balanced with the torque required to move in the clutch disengagement direction against the urging force of the clutch spring 6. .

At this time, if the disconnecting means is large and the inertial force is large, the force required to move the disconnecting means becomes large at the moment of momentary counter torque input, and as a result, the clutch slips. The torque that causes is also large. Therefore, when the disengagement means is performed through the clutch hub and the pressure plate as in JP-A-61-96222, the inertia force is large and the clutch capacity is sufficiently reduced for momentary torque input. There wasn't.

In the first place, an excessive anti-torque is generated in an actual machine only when a momentary torque fluctuation occurs. Therefore, the structure of Japanese Patent Laid-Open No. Sho 61-96222 could not sufficiently exhibit its function. On the other hand, in the present invention, a small releasing means is provided, and further, the minimum moving object that directly presses one end of the spring without pressing the pressure plate is used, so that it is sufficient for momentary counter torque. There is an advantage that the clutch capacity can be reduced.

Similarly, if the urging force of the clutch spring is large, the force for releasing the clutch against it is also large. Therefore, in a mechanism that requires an urging force in the opposite direction to the clutch spring, that amount is always required. The clutch capacity will increase when anti-torque is applied. On the other hand, in the present invention, there is no spring that opposes the biasing force of the clutch spring, and the cut spring 13 is inserted in series with the anti-torque, so if the set load is less than the clutch slip torque, the anti-torque It does not increase the clutch capacity, and conversely contributes to miniaturization of the clutch capacity at the moment of counter torque against the above structure.

As described above, according to the present invention, the clutch capacity at the time of anti-torque can be made smaller than that of the conventional one, and the function can be sufficiently exerted against the momentary anti-torque. Further, when the spring pausing means 8 is applied to a part of the clutch springs 6, the same effect as in the case where the above-mentioned spring pausing means 8 is applied to all the clutch springs is obtained, and the clutch in which the spring pausing means 8 is not provided is provided. Since the urging force of the spring 6 remains as it is, there is an effect that the clutch capacity at the time of counter torque can be adjusted stepwise. The clutch capacity Q can be roughly expressed by the following equation. Anti-torque capacity when the spring pausing means 8 is not applied to all clutch springs; Q1 Anti-torque capacity when the spring pausing means 8 is applied to all clutch springs; Q2 Spring pausing means 8 Number of applied clutch springs 6; A Number of clutch springs 6 to which spring suspension means 8 is not applied; B Q = (Q1-Q2) B / (A + B) + Q2

As described above, according to the anti-torque reducing device of the first embodiment, the anti-torque is input and the lifter rod 1
The clutch spring 6 provided with the pausing means 8 cannot press the pressure plate 5 in a short time when the vehicle 2 starts riding on the cam slope 10d, and the clutch capacity is reduced by the amount of the clutch spring 6 described above. Therefore, in the multi-plate clutch A of the first embodiment, when the anti-torque is input, the multi-plate clutch A rapidly reacts to reduce the clutch capacity by the urging force of the clutch spring 6 provided with the spring pausing means 8 at a stroke. It is possible to follow a specific anti-torque or a small anti-torque, prevent an excessive braking force from being transmitted to the main shaft 1 side, and reduce the load on the engine due to these anti-torques.

When a slight counter torque is input, the cut spring 13 serves as a damper, and the counter boss 10 acts on the center boss 10 against the clutch center 4 due to the counter torque.
Absorbs the force of rotating in the reverse rotation direction to prevent the spring pausing means 8 from working, and prevents the pressure plate 5 and the spring pausing means 8 from rattling.

The multi-plate clutch A of the present invention is not limited to the first embodiment described above, and the specific constitutional requirements such as the shape, size, and material of each member can be appropriately changed in practice. For example, the clutch spring 6 may be a leaf spring instead of a coil spring, and one end of the leaf spring that presses the pressure plate 5 in the clutch connection direction may be moved by the lifter rod 12 in the clutch connection release direction. A ball or roller may be inserted in the cam mechanism section.

Further, the spring holder 11 is not moved by the cam mechanism 14 when the anti-torque is input, but is moved by hydraulic pressure, an air cylinder or a magnetic force, and the anti-torque input is detected by the detection means by the multi-plate. Even if the torque applied to the clutch A is detected or the pushing amount of the brake lever or the brake pedal is detected, this detection is converted into an electric signal and transmitted to the cylinder or the like, and even if one end of the spring holder 11 is moved. Good. Further, in such a case, the number of the spring pausing means 8 to be operated may be changed depending on the pushing amount of the brake pedal or the like.

Next, the second embodiment of the present invention shown in FIGS.
Examples will be described. In the spring pausing means 20 of the multi-plate clutch B of the second embodiment, the spring pausing means 8 of the multi-plate clutch A of the first embodiment has the same clutch springs 6 ...
While one end of the clutch spring 6 is pushed up by the lifter rods 12 ...
As shown in FIG. 4 and the like, one ring-shaped spring lift portion 21 pushes up one end portion of each clutch spring 6 ... The same components as those of the first embodiment of the multi-plate clutch B of the second embodiment are designated by the same reference numerals and the description thereof will be omitted.

As shown in FIGS. 5 and 6, the spring lift portion 21 is formed in a ring shape, a circular hole 21a is formed in the center portion thereof, and a clutch is formed on the outer peripheral portion thereof. A ring 22 arranged at the rear end of the spring 6
Lift portion 21b that presses the spring lift portion 21
And a cam portion 21c for moving the pressure plate 5 toward the pressure plate 5.

Hole 21a of the spring lift portion 21
Is for externally attaching the spring lift portion 21 to the center boss 10, as shown in FIG. The spring lift portion 21 is arranged between the front surface of the flange portion 10 a of the center boss 10 and the rear surface of the clutch center 4 so as to be movable back and forth. Then, the spring lift portion 21 is provided with respect to the center boss 10.
It is rotatable integrally with the clutch center 4. As described above, the clutch center 4 is restricted from rotating with respect to the center boss 10 by the dock clutch.

The lift portion 21b is erected at a right angle with respect to the ring-shaped spring lift portion 21, and its tip portions 21d and 21d are bifurcated. The tip portions 21d and 21d are inserted into the through holes 4g provided in the clutch center 4 corresponding to the tip portions 21d and 21d. The tips of these tip portions 21d, 21d are arranged to be close to the ring 22 arranged at the rear end of the clutch spring 6.

Unlike the bottom of the cylindrical recess 15 of the first embodiment, the bottom of the cylindrical recess 15a of the pressure plate 5 is notched on the center side of the multi-plate clutch B as shown in FIG. And the tip 21d is
The ring 22 can be contacted without being blocked by the bottom of the cylindrical recess 15a. The spring lift portion 21 is adapted to rotate integrally with the clutch center 4 by being inserted into the through hole 4g of the clutch center 4.

Then, as shown in FIG. 7, the adjacent tip portions 21d, 21d of the two lift portions 21b adjacent to the left and right of the spring craft portion 21 are arranged so as to be close to the left and right rear surfaces of the ring 22. In addition, in FIG.
The clutch center 4 and the like are omitted in order to show the relationship between the clutch spring 6 and the spring lift portion 21.

The cam portion 21c has the lift portion 21b.
Staggered with each other, that is, formed to extend from between the lift portions 21b to the outer peripheral side of the spring lift portion 21,
A curved portion 21e is formed so that a portion on the left side (in FIG. 7) of the tip portion is curved upward.
The right side of the tip of the cam portion 21c (in FIG. 7)
Is a flat surface portion 21f parallel to the front surface of the flange portion 10a of the center boss 10 and forming a flat surface flush with the central portion of the spring lift portion 21.

The spring lift portion 21 is
The cam mechanism 14a causes the tip portion 21d to move the ring 2
The bottom portion of the cylindrical recess 15a of the pressure plate 5 is urged to the clutch engagement side (downward in FIG. 7) via 2 and one end of the clutch spring 6 is pressed to the clutch disengagement side (upward in FIG. 7), The urging force of the clutch spring 6 applied to the bottom of the cylindrical recess 15a is cut off.

The cam mechanism 14a includes the center boss 10.
Spherical concave portion 2 provided on the front side of the flange portion 10a of the
3, a cam ball 24 rotatably arranged in the recess 23, and a cam portion 21c of the spring lift portion 21.

The balls 24 are arranged in the recesses 23 and sandwiched between the front surface of the flange portion 10a of the center boss 10 and the rear surface of the cam portion 21c of the spring lift portion 21. Then, in a state where the anti-torque is not input to the multi-plate clutch B, as shown in FIG. 7, the spring lift portion 21 comes to a position where the ball 21 is arranged below the curved portion 21e of the cam portion 21c. ing. Then, when the counter torque is input to the multi-plate clutch B, the spring lift portion 21 is provided with the center boss 10.
On the other hand, the flat surface portion 21f of the cam portion 21c rotates in the arrow S'direction together with the clutch center 4, and the flat portion 21f of the cam portion 21c rides on the ball 24 and moves in the arrow P'direction. Therefore, the lift portion 21c of the spring lift portion 21 connects the rear end of the clutch spring 6 to the ring 2
It is configured to be pushed upward in FIG.

The multi-plate clutch B of the second embodiment acts in the same manner as the multi-plate clutch A of the first embodiment and has the same effect as the multi-plate clutch A, and further, With a simpler configuration than the multi-plate clutch A of the first embodiment, it is possible to prevent the engine from being loaded with a counter torque.

In the second embodiment, the spring lift portion 21 corresponds to five clutch springs 6, but the number of clutch springs 6 is not particularly limited. Further, in the second embodiment, the spring lift portion 21 is arranged to suspend all the clutch springs 6, but by disposing the tip end portion 21d of a part of the lift portion 21b, the spring lift portion 21 is arranged in the multi-plate clutch B. It is also possible to suspend only some of the clutch springs 6 that have been released.

(Experimental Example 1) With reference to FIG. 8, an experimental example 1 performed using the multi-plate clutch A of the first embodiment will be described below.
Will be described. In this experimental example 1, a motorcycle equipped with the multi-plate clutch A of the first embodiment (vehicle equipped with the present invention) and a motorcycle equipped with a general standard (STD) clutch (vehicle not equipped with the present invention) are provided. On the paved road surface, hopping is performed by mounting the on-road tire, and the counter shaft (C / S) generated torque is mounted and recorded.

The experimental conditions were as follows: the transmission was set to 2nd, the engine speed was set to 5000 rpm, the clutch was disengaged in this state, the transmission was set to Low, and the clutch was set at the engine speed of 2000 rpm. Connected. As the multi-plate clutch A, one having six clutch springs 6 was used. Further, the angle of the cam slope 10d of the cam mechanism 14 of the multi-plate clutch A is set to 22 degrees.

The experimental results are shown in the graph of FIG.
In the multi-plate clutch A of the present embodiment, the peak of the waveform of the C / S generated torque when hopping is low and the convergence time thereof is short as compared with the STD clutch. Furthermore, due to the decrease in the generated torque, there is no peak on the acceleration side, and there is a significant reduction in swingback to the acceleration side.

Experimental Example 2 Experimental Example 2 will be described below with reference to the graphs shown in FIGS. 9 and 10. This experimental example 2
Has a displacement of 250 ml and the clutch spring 6
A motorcycle (the graph of FIG. 7) equipped with the multi-plate clutch A of the first embodiment, which has a book, and a displacement of 125 ml,
In the motorcycle equipped with the multi-plate clutch A of the first embodiment having five clutch springs (graph in FIG. 8), the number of clutch springs 6 provided with spring pausing means 8 is changed to make the spring pausing. This is a measurement of the clutch capacity when the means 8 is operated.

In the above two motorcycles,
The angle of the cam slope 10d of the cam mechanism 14 was 22 degrees, and the number of the cut springs 13 connecting the center boss 10 and the clutch center 4 was three.

As shown in the graphs of FIGS. 9 and 10, the clutch capacity when the spring pausing means 8 is actually operated is the value expressed by the equation Q = (Q1-Q2) B / (A + B) + Q2. Is almost equal to That is, by changing the number of clutch springs 6 provided with the spring suspension means 8, it becomes possible to gradually change the clutch capacity at the time of counter torque to a desired capacity.

As described above, according to the present invention, the following excellent effects can be obtained. a, spring rest means is provided for all or some of the plurality of clutch springs for biasing the pressure plate, and the spring rest means does not directly press the pressure plate, but the biasing force of the clutch spring. Since the inertia force of the urging force releasing means is small and there is no urging force of the spring facing the clutch spring, it is possible to deal with momentary anti-torque and small anti-torque. It is possible to reduce the load on the vehicle and prevent the transmission of an excessive braking force to the transmission shaft.

Further, by applying the spring pausing means to only some of the springs, it becomes possible to change the clutch capacity at the time of counter torque.

[Brief description of drawings]

FIG. 1 is a longitudinal sectional view showing a multi-plate clutch of the first embodiment.

FIG. 2 is a vertical sectional view showing the multi-plate clutch.

FIG. 3 (A) is a cross-sectional view of a main part taken along a center line c in FIG. FIG. 2B is a sectional view of the main part of the cam mechanism at the center line c in FIG. 1.

FIG. 4 is a vertical sectional view showing a multi-plate clutch of the second embodiment.

FIG. 5 is a plan view showing a spring lift portion of the multi-plate clutch.

FIG. 6 is a cross-sectional view taken along the line VI-VI of FIG. 5, showing the spring lift portion.

FIG. 7 is a perspective view for explaining a relationship between a spring lift portion and a clutch spring in the multi-plate clutch.

FIG. 8 is a graph for explaining an experimental example 1 of the above-mentioned embodiment.

FIG. 9 is a graph for explaining an experimental example 2 of the above-mentioned embodiment.

FIG. 10 is a graph for explaining the second experimental example.

[Explanation of symbols]

 1 main shaft (transmission shaft) 2 friction plate 2a clutch disc 2b clutch plate 3 clutch outer 4 clutch center 5 pressure plate 6 clutch spring 7 clutch release mechanism 8 spring pausing means 20 spring pausing means

Claims (2)

[Claims] 1. A clutch outer having a friction drive plate slidable in the longitudinal direction of the transmission shaft, and a friction driven plate arranged alternately with the friction drive plate also slidably in the longitudinal direction of the transmission shaft. A clutch center, a pressure plate movable in the transmission shaft longitudinal direction for pressing the friction driving plates and the friction driven plates to connect the clutches, and a plurality of clutch springs for urging the pressure plates in the clutch connecting direction. A clutch release mechanism for moving the pressure plate in a clutch disengagement direction, wherein the one end of the clutch spring is connected to the one end against the biasing force when a counter torque is applied. A multi-disc clutch, comprising spring pausing means for moving in a releasing direction. 2. A clutch outer having a friction drive plate slidable in the longitudinal direction of the transmission shaft, and a friction driven plate arranged alternately with the friction drive plate also slidably in the longitudinal direction of the transmission shaft. A clutch center, a pressure plate movable in the transmission shaft longitudinal direction for pressing the friction drive plates and the friction driven plates to connect the clutches, and a plurality of clutch springs for urging the pressure plates in the clutch connecting direction. A clutch release mechanism for moving the pressure plate in the clutch disengagement direction, wherein a biasing force is applied to one end of some clutch springs of the plurality of clutch springs when a counter torque is input. A spring pausing means for moving the one end in the clutch disengagement direction against A characteristic multi-plate clutch.