JPS59212531A - Oil hydraulic multi-lief clutch - Google Patents

Abstract

PURPOSE:To prevent shock and/or vibration caused by counter-load at the time of violent deceleration of a car by furnishing a relief valve on the way of a by- pass diverging at the midway of the pressure oil supply line, wherein the relief valve shall open to relieve the oil when any violent deceleration is sensed. CONSTITUTION:In the event of rapid deceleration of a car, pressure in a suction pipe on the bottom side of carburettor 47 will rise violently to lead to violent rise of neg. pressure at a diaphragm valve 44, and now another diaphragm valve 58 is put in service while the one 44 is opened. Thereby the oil in a pressure oil supply passage 37 flows out of a by-pass 43 to an oil pan to cause sink of oil pressure in an oil pressure chamber 33, and now the load applied to a pressure plate 27 will reduce to a level approx. equal to the load produced by a clutch spring 29. Therefore friction plates 25, 26 slip with each other to bring about the state that little counter-load is transmitted to the input gear 20 side, i.e. the engine side. Thus shock at the time of deceleration is relieved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic multi-disc clutch used in vehicles such as automatic two-wheel drive vehicles.

When a bicycle such as a bicycle motorcycle is suddenly decelerated by downshifting while driving, torque is applied from the rear wheels to the engine in the opposite direction to the normal power transmission direction.

If this reverse torque, or reverse load, becomes excessive,
The spring system with the rear fork pivot as its fulcrum is shaken, causing a so-called hopping phenomenon, which can cause discomfort to the occupants.

In order to prevent such vibrations from occurring, it is necessary to alleviate excessive reverse loads.

Conventionally, as a means for alleviating a reverse load, it has been proposed to provide a clutch for mitigating a reverse load shock as shown in FIG. 1 in a drive train between a manual clutch operated by operating a clutch lever and an engine. Ta.

This reverse load impact mitigation clutch is a one-way clutch C1
and friction clutch C7, one-way clutch C
I is the clutch inner 2 spline-fitted to the intermediate shaft l.
, a clutch outer 8b that utilizes the inner peripheral part of the boss portion 8a of the input gear 8 surrounding the clutch inner 2, and a sprag housing interposed between the clutch inner 2 and the clutch outer 8b, When this shock mitigation clutch receives a positive load, the clutch outer 8b and clutch inner 2 are connected by the locking action of the sprag 4,
When subjected to reverse unloading, the bond between both 3b and 2 is released.

Further, the friction clutch C2 is connected to the boss portion 8 of the long sword gear 8.
A clutch inch 8c using the outer peripheral part of the clutch inch 8c, a clutch outer 5 surrounding the clutch inch 8c, and a plurality of friction plates 6, which are slidably spline-fitted to the clutch inner 8c and the clutch outer 5 and arranged alternately. 7, and a disc spring 8 that urges the clutch outer 5 toward the manual gear 8 side and brings both opening signs 6, 7 into close contact with each other, and transmits power according to the way the disc spring 8 is pressurized.

Therefore, during positive load, the 80 rotations of the manual gear driven by the gear 9 on the engine side are transmitted to the intermediate shaft l via the one-way clutch C1 and the clutch latch C,n. The signal is transmitted to the intermediate shaft l by two systems, and is transmitted to the rear wheel side gear lO. Then, due to the reverse load from the gear 10 on the rear wheel side, the intermediate shaft l
is driven, the reverse load is applied to the friction clutch c2
It is transmitted to the manual gear 8 only through the system that passes through the system, and is not transmitted through the system that uses the one-way clutch CI.

Therefore, the transmission of excessive reverse load is cut off depending on the strength of the disc spring 8, and is reduced to the extent that 'fj impact does not occur.

However, as mentioned above, if the reverse load shock mitigation clutch is used to alleviate the reverse load, the structure of the reverse load shock mitigation clutch itself is complicated, and it must be placed in the drive train separately from the manual clutch. Therefore, the power transmission device as a whole has a bimodal structure, is large in size, and is expensive.

This invention was made in view of the above circumstances, and has an extremely simple structure that eliminates the impact caused by the reverse load during sudden deceleration and the accompanying motion without providing a separate clutch for mitigating the reverse load impact. The aim is to obtain a hydraulic multi-disc clutch that can prevent this problem and also make the power transmission device in a train more compact and reduce costs. A bypass passage leading to the outside is branched from the bypass passage, and in the middle of this bypass passage there is a relief valve that opens to release oil when it detects sudden deceleration of the ton vehicle. It is at the point that I have set.

Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 2, A is a hydraulic multi-disc clutch body provided in a power transmission device of a motorcycle, and the hydraulic multi-disc clutch body A includes an input gear 20 that meshes with a drive gear (not shown) on the engine side. Connection with a main shaft 22 having an output gear 21 that meshes with a gear (not shown) on the rear wheel side is performed. Hydraulic multi-disc clutch body A is input gear z
1, a clutch center 24 fixed to the main shaft 22, a clutch outer 2B, and a clutch center 24, which are arranged alternately so as to be slidable in the main shaft direction. Friction plates 25, 26 provided in ) 27 and this pressure play) 27 are engaged with the clutch spring 2 through the Vc valve #) 23 with a clearance h.
9, a clutch lifter plate 80 is biased outward in the main shaft axial direction (to the right in FIG. 2);
The cam shaft 81 rotates by the operation of a clutch cable (not shown) to move the rotor plate 80, move the rotor plate 82, etc. 38 is formed, and when the friction plate is pressed against the pressure plate 27, a load is applied by hydraulic pressure.

In addition, a control pin 84 is attached to the (7 tabley) 80, and when the clutch is disengaged, this control pin 84 pushes the lead pulp 34 and releases the relief hole 278.
to communicate and release hydraulic pressure.

The main shaft 22 is hollow, and this hollow part 22aK
A pressure oil supply passage 87 communicating with the hydraulic chamber 88 through 86 passages is inserted, and the other end of this pressure oil supply passage 3 is connected to an orifice 4 in a mouthpiece 89 attached to the crankcase 38.
A hydraulic pipe 41 from an oil pump (not shown) is connected to this base 89 via a pipe joint 42.

In the present invention, a bypass passage 48 leading to the outside branches from the middle of the pressure oil supply passage 87, and an H passage is provided in the middle of this bypass passage 48 to avoid sudden deceleration when the motorcycle suddenly decelerates. A relief valve 44 is provided. That is, an introduction pipe 48a forming an upstream part of the bypass passage 48 is branched downstream of the orifice 40, and a relief valve 44 is provided at the other end of the introduction pipe 488. The drain pipe leading to the oil pan (
This is connected to a downstream portion of the bypass passage 48) 48b.

In this embodiment, a diaphragm valve is used as the relief valve 44, and a negative pressure chamber 45 of the diaphragm valve 44 is communicated with an intake pipe 48 downstream of a carburetor 47 of an engine 46 through a negative pressure passage 49.

The diaphragm valve 44 has a valve body 51 that seats on a valve seat 50 formed at the end of the introduction pipe 48a, and a diaphragm 58 is attached to the valve body 52 of the valve body 51, and is partitioned by the diaphragm 58. A spring 54 is disposed within the negative royal chamber 45, and the negative royal chamber 45 is connected to the negative pressure passage 49.

Note that 62 is an atmospheric boat that communicates the upper chamber of the diaphragm 5B with the atmosphere, and 68 is a sealing member.

Next, the operation will be explained.

When the motorcycle is in normal running condition, the engine 46
Since the negative pressure in the suction pipe is low (absolute pressure is low), the negative pressure in the negative pressure chamber 45 of the diaphragm valve 44 is also low, and as shown in FIG. Being biased toward the seat 50, the diaphragm valve 44 is closed. Therefore, the pressure of the oil supplied from the oil pump is high, and the pressure plate 27 receives an axially outward load from the mlE in the hydraulic chamber 33. Due to this hydraulic load and the load of the clutch spring 29, the pressure plate 27 presses the friction plate 2F1.2tl to generate surface pressure, connects the clutch outer 2B and the clutch center 24, and rotates the manual gear 200 revolutions. It is transmitted to the main shaft 22.

Then, when there is a sudden deceleration due to a gear shift down, etc., the negative pressure in the suction pipe on the lower end side of the carburetor increases rapidly (absolute pressure decreases), and the negative pressure in the diaphragm valve 44 also increases rapidly, as shown in Fig. 3. The diaphragm 58 is activated and the diaphragm valve 44 is opened as shown in FIG. Therefore, the oil in the pressure oil supply passage 87 flows out into the oil pan (not shown) through the bypass passage 48, the oil pressure in the hydraulic chamber 88 decreases, and the load acting on the pressure plate 27 becomes large, close to the load on the clutch spring 29 alone. It decreases rapidly. Therefore, even if there is a reverse load from the rear wheel side during sudden deceleration, that is, a load in the opposite direction to the normal direction in which the main shaft 7) 22 drives the input gear 20, the friction plates 25.2tS will slip against each other and absorb the reverse load. Only a small amount is transmitted to the input gear 20 side, and thus to the engine side, so that the impact during deceleration is alleviated, and vibrations such as hopping of the motorcycle are prevented.

FIG. The solenoid valve 55 is activated by the negative pressure detected by the pressure sensor 56.
I'm trying to open and close it. Note that the other points are the same as the first embodiment.

In this embodiment, under normal running conditions, the suction pipe negative pressure is low and does not reach the set value of the pressure sensor 56, so $φ
As shown in the figure, the solenoid valve 5tl remains closed, and when the oil pressure exceeds the set value of the pressure sensor 56 at the pressure plate 27, the solenoid valve 55 is opened by the signal from the pressure sensor 56, allowing the oil to escape. Hydraulic pressure is low and throbbing.
Due to the action described above, shock and vibration due to reverse load are reduced.
#prevent.

Figure 3 shows the third implementation F! iQ, and in this embodiment, the solenoid valve 55 is used as a relief valve, which is common to the second example I and lli, but the means for detecting sudden deceleration is different. To explain the sudden deceleration detection means, the clutch outer 2B is inserted into the input gear 20 by inserting the protruding part 28a provided on the iii surface into the circumferentially long elongated hole 20a made in the 911 part of the human power gear 20. It is relatively rotatable (i.e., differentially rotatable) by a slight σ] angle, and is coupled to the input gear 130 via a damper spring 57 in a damping manner (this structure is similar to that of a known structure). ), in this embodiment, this clutch outer 2
A pulse detection gear 58 having the same number of teeth and the same position as the input gear 20 is formed on the outer periphery of the pulse detection gear 5.
8, and pulse detectors 59.60 are arranged close to the outer periphery of the input gear 2o, and both pulse detectors 59.6
o is connected to the pulse deviation detection/electromagnetic valve actuation amplifier circuit (hereinafter abbreviated as the actuation circuit) 61, and this actuation circuit iS
1 is electrically connected to the solenoid valve 55.

In the third embodiment, the above-described buffer coupling between the input gear 2o and the clutch outer 28 is such that when there is a sudden torque fluctuation, differential rotation occurs between the two 20 and 28, and in this case, the damper The spring 57 acts to alleviate the shock caused by sudden torque fluctuations, but the same applies when a reverse load is applied from the rear wheel side during sudden deceleration, and there is a slight gap between the input gear 2o and the clutch outer 28. A differential rotation of angles occurs. During normal driving, input gear 20 and clutch outer 2
Since there is no differential rotation between the pulse detection gears 58 and the pulse detection gears 58 of No. 3, the teeth of both rotate in unison as shown in FIG. 6(a), and as shown in FIG. There is no phase shift in the pulses generated by 60, but if a reverse load occurs due to sudden deceleration, differential rotation will occur between the input gear 20 and the clutch outer 23 as described above, and the input gear 20 and the pulse detection A misalignment occurs between the teeth of both gears 58 and 58. That is, after passing through the transitional state shown in Figure 6tb),
It shifts to the state shown in figure (Q). In this case, the pulse detector 59. The pulses generated by tSO have a phase shift as shown in FIG. 7(b) corresponding to FIG. 6(b) and FIG. 7(Q) corresponding to FIG. 6(c). Solid line (a) in the figure
indicates the pulse output of the pulse detector 60 on the input gear 20 side, and the dotted line ←) indicates the pulse output of the pulse detector 59.

When the phase of the pulse shifts as described above, the pulse phase shift is detected in the operating circuit 61, and the solenoid valve operating amplifier operates to open the solenoid valve 55. The action after the solenoid valve 55 is opened is the same as the first one. This is the same as in the second embodiment. The operating circuit ts1 is assumed to operate when the pulse phase shift is equal to or greater than a certain value, and is a circuit that opens the solenoid valve 56 only for a certain period of time when the pulse phase shift occurs, and then closes it again. good.

As explained above, in the iC present invention, a bypass passage is branched from the middle of the pressure oil supply passage, and a relief valve is provided in the middle of this bypass passage (σ), which opens upon detecting sudden deceleration of the vehicle. Therefore, if a reverse load occurs from the rear wheels when the vehicle suddenly decelerates, the relief valve opens to release oil, lowering the oil pressure and reducing the load due to the friction of the clutch pressure plate. In response to a large reverse load, the friction plates slide against each other, reducing the impact caused by the reverse load and preventing vibrations in the vehicle. and the shock caused by the reverse load.

Prevention of vibrations is achieved with an extremely simple structure, without the need to place a reverse load shock mitigation clutch in the drive train separately from the conventional manual clutch, and moreover, the power transmission system of the vehicle is made more compact. Cost reduction is achieved.

[Brief explanation of the drawing]

Figure 1 is a cross-sectional view of a conventional clutch for mitigating reverse load shock.
Figure 2 and the following diagrams show a practical example of the present invention. Figure 2 is a sectional view of a hydraulic multi-disc clutch showing an example of the actual sequence of the figures, and Figure 3 shows the main parts of Figure 2. The operating mode during sudden deceleration is shown; Fig. ψ is a sectional view of the main part showing the 2θ embodiment;
The figure is a sectional view of a hydraulic multi-disc clutch showing a third embodiment.
Figure 6(a). (b) r (o) is a side view of the vicinity of the pulse detector in Figure S, showing each stage of operation, and Figure 7 (
a). (b) and (c) are respectively Fig. 6 0 + (b),
It is a pulse output characteristic diagram corresponding to (c). Outer, 24...Clutch center, 25.26.
...ffH[,27...clutch pressure plate, z9...clutch spring, 80
...Clutch lifter plate, 88...
・Hydraulic chamber, 87-...Pressure oil supply passage, 48...
...Bypass passage, 488...Introduction pipe, 48b.
... Discharge pipe, 44 ... Diaphragm valve (relief valve), 45 ... Negative pressure chamber, 46 ... Engine, 47 ... Calator, 48 ... Suction pipe, 49 ... Negative pressure passage, 55 ... Solenoid valve (relief valve), 56 ... Pressure sensor, 57 ...
... Damper spring, 58 ... Pulse detection gear, 59.60 ... Pulse detector, 61.
...Pulse deviation detection/solenoid valve operation amplifier circuit. Procedural amendment (issued by Chia) Commissioner of the Japan Patent Office 1, Indication of the case Patent Application No. 84812 of 1984 2, Name of the invention Hydraulic multi-disc clutch 3, Person making the amendment Patent applicant (332) Honda Motor Co., Ltd. 4. Concerning the "detailed description of the invention" in the agent's specification. (2) The qth line from the bottom of page 6 of the specification, "Ilbonf" is corrected to "Oil Pump". (2) The description "conversion" on page 1/line λ of the specification is amended to read "conversion ability."

Claims (1)

[Claims] From the middle of the pressure oil supply passage to the hydraulic multi-disc clutch body,
A hydraulic multi-disc clutch is characterized in that a bypass passage leading to the outside is branched, and a relief valve is provided in the middle of the bypass passage, which opens upon detecting sudden deceleration of the vehicle.