JPS5913131A - Clutch apparatus for car - Google Patents

Abstract

PURPOSE:To reduce a clutch apparatus for cars to compact size and light weight by providing the first and second friction plates which are pressed to each other by the sliding of a piston caused by pressurized oil and a direction changing valve which is switched by operating a clutch lever and adapted to control the supply and discharge of pressurized oil. CONSTITUTION:The clutch apparatus includes a clutch plate 7 engaged with an outer case 5 and a friction plate 8 engaged with a clutch hub 6, in which a piston 11 is slided by pressurized oil supplied to a pressure chamber 12 to press both plates 7, 8 to each other, so that the rotation of an engine output shaft 10 to a rotary shaft 4. The clutch apparatus is operated by an operation mechanism comprising an oil pump 33 and a direction changing valve 34. The direction changing valve 34 is disposed in an oil path 17a for conducting discharge oil of the pump 33 to the pressure chamber 12, and adapted to change a flow path through a wire 4 by operating a clutch lever mounted at the handle portion of a motor-cycle.

Description

[Detailed description of the invention] This invention relates to a wheel clutch device.

BACKGROUND ART Conventionally, wet multi-plate clutches have been known as clutches used in motorcycles. This clutch consists of a ring-shaped first clutch plate that is supported movably in the thrust direction within a cylindrical outer case.
and a second jl supported movably in the thrust direction on the outer periphery of the clutch hub inserted through the center of the clutch plate.
The J1 friction plate (friction disk) is brought into close contact with the friction disk in lubricating oil, and the frictional force generated between the two umbrella friction plates connects the rotating shaft connected to the outer case side and the rotating shaft connected to the clutch hub side to each other. The diaphragms on both banks are brought into close contact with each other by a spring pressurized in the outer case, and the diaphragms on both sides are separated by connecting the clutch lever and the link fIAm that compresses the spring with a clutch wire. It is designed to be operated by grasping a lever.

By the way, the torque capacity JtTa of the clutch is Tc-μm
S-P-rm-N (where μ = I11 friction coefficient of the friction plate, S = mutual contact area of the friction plates, P = *surface pressure applied to the friction plates, r work = rm of the average radius formula of the friction plates) It is sufficient to reduce and N and increase P accordingly.

However, in the conventional clutch, it has been difficult to significantly reduce the size and weight by increasing the surface pressure P due to the characteristics of the friction plates and the structure.

In conventional clutches, organic materials such as resin and cork are conveniently used for clutch plates or friction discs.With such materials, the surface pressure P must be 3 or more due to maintenance issues associated with *a. cannot be raised to In addition, in a conventional clutch structure, when operating the clutch lever, the operating force required to overcome the reaction force of the spring that brings the diaphragms in close contact with each other is applied to the lever of the link mechanism interposed in the middle. It is necessary depending on the ratio, but if you increase the load of the spring that makes both l# friction plates densely stacked in order to increase the surface pressure P, the lever ratio of the link mechanism must be increased accordingly, otherwise the clutch The force required to operate the lever increases, making it difficult to engage and engage the clutch by hand. However, the lever ratio of the lift mechanism is limited by conditions such as the installation space available on the motorcycle, the dimensions of the mechanical components that are constrained by this installation space, the strength of each component determined by these dimensions, and the stroke required for clutch engagement. Normally, the limit is about 20 times, and from this leverage and the operation τ toka, it is 9! The maximum load of the spring that can flow is suppressed,
The surface pressure P cannot be increased any further.

This invention was proposed based on the above background, and
In addition to using sintered alloy or sawn lumber that allows high surface pressure as the material of the ik friction plates, it is possible to make the pressing force between the friction plates sufficiently large by using hydraulic pressure as the driving force for clutch engagement and engagement. The purpose is to significantly reduce the average radius r of the friction plates and the number N of friction plates, thereby significantly reducing the size and weight of the clutch.

Hereinafter, the present invention will be explained based on an embodiment shown in FIGS. 1 to 7@.

FIG. 1 shows a simplified configuration of the main parts of a motorcycle to which the present invention is applied, and l is a clutch that connects the output shaft of the engine 2 and the main shaft of the frilM by bringing friction plates into close contact with each other using hydraulic pressure. The clutch unit 1 and the operations 411 to 13 constitute the clutch device of the present invention.

As shown in FIG. 2, the clutch unit 1 includes an outer case 5 rotatably fitted to the main shaft 4 of the transmission, and a clutch hub 6 fitted to the main shaft 41 in the outer case 5. Connected by the friction force between a plurality of (five in the figure) first friction plates (clutch plates) 7 and a plurality of (four in the figure) second friction plates (friction discs) 8 provided on the clutch hub 6. The rotational force transmitted from the output shaft lO on the engine side to the outer case 5 via the primary driven gear 9 fixed to the outer case 5 is transmitted to the main shaft 4.

The outer case 5 is arranged so that the axis of the main shaft 4 extends from the outer edge of a back wall g5b of a boss portion 5& that rotatably fits onto the main shaft 4, and a back 11 portion 5b extending in the radial direction from the boss portion 5a. The main shaft protrudes along 4
and a cylindrical part 56 that protrudes in a cylindrical shape from the back wall part 5b side with a fixed interval between the outer cylinder part 5o and the main shaft 4 inside the outer cylinder part 5o. A ring-shaped clutch plate 7 is provided on the inner periphery of the outer cylinder 8155G so as to be movable in the axial direction of the main shaft 4, and the outer cylinder part 50 and the inner cylinder FjVS5 (
A ring-shaped piston 11 is fitted in a ring-shaped space formed by the clutch plate 7 at a position closer to the back wall portion 5b than the clutch plate 7 so as to be slidable in the axial direction of the main shaft 4.

As shown in FIGS. 3 and 4, the clutch plate 7 is provided with a plurality of radial grooves 7a on both surfaces that contact the friction disk 8, respectively. The radial groove 7a is formed by extending an acute corner 7b in the radial direction of the clutch plate 7. The corner 7b cuts the oil film between the clutch plate 7 and the friction disc 8, and cuts the oil film between the clutch plate 7 and the friction disc 8. .8 prevents unnecessary oil film from intervening, producing the effect of stabilizing friction characteristics. Further, the friction disc 8 is connected to the clutch plate 7.
The 7 acing holes and 8 pins that are in surface contact with each other are made of copper-based sintered alloy material or paper-made lumber (resin-molded material made by paper-making method). 7 acing i8a with copper thread sintered alloy phase
Regarding the 7-reaction disk 8 when formed,
A wear resistance test was conducted by repeating the threading while rotating at a low rotation speed. Figure 5 shows the data, and the vertical axis is the distance t (unit: μ) between the 8 friction discs 8.
, the horizontal axis shows the number of interruptions (unit times), the solid line shows the data of the friction disc 8 according to the present invention, the one-dot chain solution shows the data of the disc made of conventional organic friction material, and The JL bill lid is noticeably smaller in the case of the one made of bonded metal material. When the wear t becomes small to this extent, even if we take into account the wear and tear that increases when the surface pressure acting on the friction disk 8 is increased and maintenance such as disk replacement due to wear, the effect on the friction disk 8 becomes smaller. It becomes possible to increase the surface pressure P to about 10 mm. Note that even when a sawn lumber is used for the seven-singing portion 8a of the friction disk 8, it is possible to increase the surface pressure to a degree that is not the case when a sintered metal is used.

The piston 11 is attached to the back wall g5 of the outer case 5.
A pressure chamber 12 is formed between the inner cylinder g5 and the inner cylinder g5.
It is biased against the back wall portion 5bill by a resilient material 14 that is press-fitted between the spring seat 13 and the piston 11, which are positioned at point a. This piston 11 includes a pressure chamber 12,
A communication hole 11& that communicates with the space on the elastic material 14 side, that is, the clutch plate 7 side, is formed, and a reed valve 15 that opens and closes the communication hole 111 is connected to the pressure chamber 12.
It is attached to the side surface. The reed valve 15 is formed of an elastic piece such as a thin metal plate 9 and has a communication hole 11 &
It is attached to the piston 11 with a slight gap between it and when hydraulic pressure is generated in the pressure chamber 12, the pressure causes it to elastically deform towards the communication hole 11a and close the communication hole 11m. The pressure chamber 12 is located at the boss portion 5 of the outer case 5.
The inside of the main shaft 4 is communicated with an inlet passage 4b extending along one direction of the axis of the main shaft 4 through an oil passage 5e bored in the & and a radial oil passage 4& bored in the main shaft 4. There is. The inflow passage 4b has one end open to the main shaft shaft end 4C on the clutch cover 17 side bolted to the crankcase 16, and a curved end closed with a plug 18. The feed pipe 19 fixed to the oil passage 17 is inserted into the clutch cover 17! It communicates with L. A metal bearing 20 is fitted into the gap formed between the outer periphery of the feed pipe 19 and the inflow path 4b.

The clutch hub 6 includes an outer cylindrical portion 61 that supports a ring-shaped friction disk 8 interposed between the clutch plates 7 so as to be movable in one direction of the axis of the main shaft 4;
A boss portion 6b that is inserted into a cylindrical gap formed with the cylindrical portion 5d of the outer case 5 and is spline-fitted to the main shaft 4, and a back plate portion 60 that connects the outer cylindrical portion 6& and the boss portion 6b are integrated. The movement in the thrust direction is restrained by a washer 21 and a nut 22 fitted to the main shaft end 4c. The boss portion 6b
has an outer diameter smaller than the inner diameter of the inner cylindrical portion 5d of the outer case 5, and forms an oil passage 23 between it and the cylindrical portion 5d. In addition, the part of the main shaft 4 where the clutch hub 6 fits has a smaller diameter than the part where the outer case 5 fits.
i and the end face of the boss part 6b of Clatchino 1 Pro, and the inner cylindrical part 5 of the outer case 5.
Between the end face of d and the back plate part 60 of Kuratsutino Pro,
Thrust washers 24, 25 are interposed in each case.

These thrust washers 24 and 25 have oil grooves 241L and 251L formed on both sides, respectively, and oil grooves 241L and 251L are formed on both sides of these thrust washers 24 and 25. The inflow path 4b of the main shaft 4 and the space of the resilient material 14141I of the outer case 5 communicate with each other via the hole 4e. In addition, code 2
6 to 31 are seal rings for ensuring liquid tightness between mutually fitted members. Seal rings 26 and 27 provided at both ends of the boss portion 5 & of the outer case 5 fitted to the main shaft 4 allow oil to flow from the inflow path 4b of the main shaft 4 to the pressure chamber 12 via the oil path 4m and 5eEfi (U). This prevents the hydraulic oil from leaking from the gap between the main shaft 4 and the boss fjIi5a, and prevents the pressure of the hydraulic oil supplied into the pressure chamber 12 from decreasing. It is not designed to completely seal the gap, but is designed to allow a slight amount of leakage. The hydraulic oil leaking from the small-diameter seal ring 27 side is transferred to the oil passage 2 between the cylindrical portion 5d of the outer case 5 and the boss portion 6b of the clutch hub 6.
The oil #25a of the thrust washer 25 is passed through the clutch plate 7 and the friction disk 8, and is used for cooling both friction plates.

In addition, the feed pipes 19 and the inflow path 4 of the main shaft 4
The hydraulic oil leaking from the metal bearing 20 fitted into the gap formed by It is used for cooling the plate side.

Said edge ruIllis a it, FIG. 2, FIG. 6,
As shown in FIG. 7, it is driven (recognized) in conjunction with the output shaft 10 of the engine, and supplies hydraulic oil from the oil tank 32 at the bottom of the crankcase 16 to the oil supply path 17b drilled in the clutch cover 17. oil pump 33 and the clutch cover 17
An inflow passage 17 attached to the oil pump 33 and communicating with the oil pump 33
b and an oil passage 1 communicating with the pressure chamber 12 of the clutch unit 1.
7&, and the communication passage is opened and closed in the crankcase 16 by operating a clutch lever (not shown) provided in the handle portion of the motorcycle to switch the flow direction of the hydraulic oil. It is equipped with

The oil pump 33 includes an oil supply path 17b, a directional switching valve 34,
Hydraulic oil is supplied to the pressure chamber 12 of the clutch unit 1 through the oil passage 17a1 and the feed pipe 19 to operate the piston 11 and press the clutch plate 7 and the friction disc 8. At this time, both friction plates 7. 8
It has enough lifting height to obtain a surface pressure of about 10 mm between the two.

As shown in Figure #17, the directional switching valve 34 includes a housing 35 having a substantially cylindrical shape, a piston 36 slidably fitted into the nozzle puffer 35, and (13) fitted into one end of the housing 35. A deep dish-shaped spring Ia 38 positioned by a retaining ring 37 and this spring seat 38
and a resilient member 39 that is press-fitted between the piston 36 and the piston 36 and urges the piston 36 toward the other end of the housing 35.

The housing 35 has the crankcase 1 on the inner peripheral surface on which the piston 36 slides as shown in FIGS. 7 and 8.
The first round with an open bow) 35a communicating within 6
b, a second circumference @ 356 with a supply boat 35a communicating with the oil passage 17& of the clutch cover 1-17, and an inlet boat 35f communicating with the oil supply passage 171) of the clutch cover 17.
The third lap #135g with
Separate grate 40
The clutch cover 17 is in close contact with the inner surface of the clutch cover 17 through the bolts 41, and is fixed to the clutch cover 17 with bolts 41 inserted through fixing holes 35h provided on the outer periphery.

The piston 36 is connected to each boat 35 o, 356 . in the nozzle housing 35 . It is slidably fitted around 35 f and has recesses aaa at both ends.

(M) A regulator piston 36o having a diameter of 36b, a control piston 36e slidably fitted into the other end of the housing 35 and having a recess 36(l) at its end on the regular piston 360 side, and both pistons 36o.
, 36a are pressed into the recesses 36b and 36o in the tj direction, and bias the pistons 36c and 136e in a direction to separate them, thereby forming a gap between the pistons 36 and 36.
f. The regulator piston 360 has 436 g on its longitudinal center outer periphery to form a flow path between it and the inner circumferential surface of the housing 35, and the spring seat 3
The outer periphery of the end on the side 8 has a flange 36h, and this flange 3
6h comes into contact with the stepped portion 351 of the housing 35, thereby restricting movement of the housing 35 toward the other end. The groove 36g has a communication hole 361 that communicates with the recess 36b.
is formed so that a part of the hydraulic oil flowing in C1#136g flows toward the recess 36b. The hydraulic oil that has flowed into this concave eW36b acts as a back pressure to push the regular piston 36o into the seventh position.
Push the button to the right in the figure until the hydraulic oil pressure exceeds the set value (
15) If the regular piston 36o is moved to the right in FIG.
leaking hydraulic oil. That is, the resilient member 3 urges the regulator piston 36c toward the other end of the housing 35.
Reference numeral 9 indicates a first elastic member 39a that is in contact with the flange 36h of the piston 36° and a second elastic member 3 that is in contact with the inside of the recess 36a.
9b, but the loads of the resilient material 39 and the resilient material 36f between the pistons 36a and 356 are selected so as to match when the pressure of the hydraulic oil is at the set pressure. The regulator piston has a 36° angle and functions as a relief valve. The control piston 36e has an operating shaft WIS364 projecting toward the other end of the housing 35, and the control piston 36e and the regulator piston 360 are operated by an arm 42 supported by the clutch cover 17. This arm 42 is rotatably supported by the clutch cover 17 and is biased counterclockwise in FIG. A locking pawl 42b for restraining rotation in the direction and a pair of arms 42o and 42d disposed in the shape of a bell crank protrude.One arm 42o has a clutch lever (as shown in the figure). ) is connected to the clutch wire 44 via a connecting fitting 45,
The other arm 542a has its tip connected to the control piston 3.
When the clutch lever 6 is pulled toward the operating shaft 36j, the clutch wire 44 is pulled upward as shown by the arrow (A) in FIG. It rotates clockwise, presses the control piston 36e, and moves the control piston 36 and the regulator piston 36o to the right in FIG. 3 according to the amount of rotation.

Hereinafter, the operation of the clutch device of the present invention will be explained.

The oil pump 32 is stopped when the engine is stopped, and is driven according to the rotational speed of the engine when the engine is running to supply hydraulic oil to the direction switching valve 34 from the oil supply passage 17b of the clutch cover 17.

The direction switching valve 34 does not pull the clutch lever.
They are located on the leftmost side due to the biasing force of the elastic material 36f1 and the elastic material 39, and the oil pressure in the recess 361i of the regulator piston 36a (however, if the pump supply oil pressure is higher than the set value, the pressure inside the recess 36a (The regulator piston 36o moves to the right until the opening boat 35a is opened). # of regulator piston 36o
Inflow boat 35 communicating with oil supply path 17b by 36g
f and the supply boat 35o communicating with the oil passage 17&, and the open boat 35a is closed by the outer peripheral surface of the regulator piston 36o, and the direction switching valve 34
All of the hydraulic oil flowing into the piston passes through the oil passage 17a, the feed pipe 19, and the oil passage 4& of the main shaft 4, and flows into the pressure chamber 12 of the clutch unit 1. ! 1 to 2nd
The outer case 5 and the clutch hub 6 are connected by moving the clutch plate 7 and the friction disk 8 to the right side in the drawing to bring them into close contact with each other.

(18) When the clutch lever is pulled, the arm 42 rotates via the clutch wire 44, the control piston 36s is pressed, and the control piston 36B moves to the right in FIG. 7. As the control piston 36e moves, the elastic material 36f is compressed, and the elastic material 361 and the hydraulic pressure in the recess M36b cause the regular piston 36c to move.
When the rightward force exerted by f' becomes greater than the leftward force acting on the regular piston 36o by the resilient material 39, the regular piston 36o moves to the right, causing the inflow boat 35f and the supply boat 35o and open bow) 35a
are in contact with each other.

The hydraulic oil that has flowed into the direction switching valve 34 according to the degree of opening of the first circumference n85b having the open boat 35a flows out from the open boat 35a into the crankcase 16, and the hydraulic oil flows into the oil passage 17 according to the amount of this outflow. a. The amount of hydraulic oil flowing into the pressure chamber 12 via the feed pipe 19 decreases, and the pressure within the pressure chamber 12 decreases.

As the pressure decreases, the lead pulp 15 of the piston 11 opens the communication hole 11m and flows into the pressure chamber 12 (19).
4 returns to the original position, and the outer case 5 and clutch hub 6 are separated.

Note that the amount of movement of the regular piston 36c accompanying the movement of the control piston 36e is as follows: When there is a gap between both pistons 36o and 36e as shown in FIG. Since the control piston 36e is smaller than the control piston 36e by the amount of deflection, the opening amount of the open boat 35a can be slightly adjusted, and an appropriate half-clutch state can be easily obtained. Both pistons 36 as shown in
When the piston 36 is in close contact with the piston 36, the amount is the same as that of the control piston 36e, so the degree of opening of the opening bow 35a can be increased in a short time, and the clutch can be disengaged in a short time. Furthermore, during the clutch disengagement operation, the hydraulic oil that flows from the pressure chamber 12 through the communication hole 11& to the friction plate 7.8 side cools both M friction plates 7.8 and returns to the lower part of the crankcase.

As explained above, the clutch device of the present invention has (20
) A first friction plate provided on the outer case and a second friction plate mounted on the clutch hub inserted through the center of the first friction plate are closely layered, and the rotating shaft connected to the outer case side and the clutch hub side are closely layered. In the clutch unit that engages and disengages the rotating shaft connected to the The structure uses a piston that slides inside the outer case, and a flow path between this clutch unit and an oil pump that supplies hydraulic oil to the clutch unit allows hydraulic oil to be supplied to the clutch unit by operating the clutch lever. The configuration includes a directional switching valve that cuts off and on the supply, and the hydraulic pressure supplied to the clutch unit by the oil pump can be increased, thereby increasing the surface pressure P generated between both friction plates. Furthermore, the magnitude of the hydraulic pressure that presses the j# friction plate in the clutch unit does not have a large influence on the operating force of the clutch lever that operates the directional control valve, but rather can be set to an appropriate value. Therefore, compared to a conventional wet multi-disc clutch (21) in which a spring that brings the friction plates into close contact is compressed by the clutch lever via a link mechanism, the surface pressure P generated between both friction plates is sufficiently increased. , it is possible to significantly reduce the average radius rm of the friction plates and the number N of friction plates by the increase in the surface pressure between the two, and thereby the entire clutch unit can be significantly reduced in size and weight.

[Brief explanation of the drawing]

Figures 1 to 7 show one embodiment of the present invention.
The figure is a schematic configuration diagram of the main parts of a motorcycle to which the present invention is applied, FIG. 2 is a sectional view of the main parts, FIG. 3 is a plan view of the clutch plate shown in FIG. F/ in Figure 5
-Wfi, Fig. 5 is an explanatory diagram of the relationship between the wear amount of the friction plate and the number of clutch engagements, Fig. 6 is a view taken from the arrow ■ direction in Fig. 2, and Fig. 7 is A sectional view taken along the edge of the figure, and FIGS. 8(A), 8(B), and 8(C) are explanatory diagrams of the operation of the directional control valve, respectively. (22) 1...clutch unit, 2...engine, 3...control mechanism, 4---main shaft, 4&.... 4゛b...Inflow channel, 4e...Oil passage, 5...Outer case, 5...Oil passage,
6...Clutch hub, 7...First friction plate (
clutch plate), 8...second friction plate (7 friction disk), 11...piston, 118...
...Communication hole, 12...Pressure chamber, 13...
・Spring seat,】4...Bullet material, 15. Curved lead pulp, 16...Crank case, 17...Clutch cover, 17&...Oil passage, 17b. ...
・Oil supply path, 32...Oil pan, 33...
Oil pump, 34... Directional switching valve, 35...
...housing, 35a...open bow), 35c
...Supply boat, 35f1.11. inflow boat,
36 , , Piston , 36 b , , . Recessed portion, 36 o, Regulator piston, 3
6d0. ..., recess, 36 e 1. - Control piston, 36f...Bullet material -36g...
・Groove・ 36 too... Communication hole -36j...
Operation shaft section -37... Retaining ring -39... Spring material, 42... Arm 143... Spring, 44... Clutch wire t (23) Figure 4 1 procedural amendment) 1. Indication of the case 1982 Patent Application No. 120184 2, Title of the invention @ Clutch device for vehicle 3, Person making the amendment Patent applicant (!32) Honda Motor Co., Ltd. 4, Agent Drawing location, Specification letter Enter “Meta 4-torque bearing 20” written on the 10th line. Figure 1

Claims (2)

[Claims] (1) A first friction plate that engages with the outer case and a second friction plate that engages with the clutch hub that passes through the center of the first friction plate.
One or both of the friction plates are formed of a sintered alloy, and both friction plates are hydraulically pressed by a piston sliding inside the outer case, and the rotating shaft and clutch connected to the outer case side are pressed. A clutch unit that engages and disengages a rotating shaft connected to a hub side, an oil pump that supplies hydraulic oil to the clutch unit that causes the piston to slide, and an oil pump that is interposed in a flow path from the oil pump to the clutch unit. A clutch device for a vehicle that includes a directional control valve that cuts off and on the supply of hydraulic oil to a clutch unit by operating a clutch lever. (2) One or both of the first friction plate that engages with the outer case and the second friction plate that is engaged with the clutch hub that is inserted through the center of the first friction plate are formed from sawn lumber; a clutch unit that hydraulically presses both friction plates with a piston sliding inside the outer case to engage and disengage a rotating shaft connected to the outer case side and a rotating shaft connected to the clutch hub side; an oil pump that supplies hydraulic oil for sliding the piston to the clutch unit;
A clutch device for a vehicle, comprising a directional switching valve interposed in a flow path from the oil pump to the clutch unit, and for turning off and on the supply of hydraulic oil to the clutch unit by operating the clutch lever.