JPS61149618A - Multi-plate friction clutch - Google Patents

Abstract

PURPOSE:To relieve operating force by providing a cam mechanism which changes a portion of torsion torque to the rotating direction of a sub-hub to a main hub in acceleration to a force pressing a pressure plate to clutch connec tion side. CONSTITUTION:A clutch hub 15 is divided into a main hub 17 and a sub-hub 18 in the axial direction. The main hub 17 supports two clutch plates 13 and the sub-hub 18 supports the remaining clutch plates 13. The main hub 17 always rotates integrally with a main shaft 2. The sub-hub 18 is formed integrally with a pressure plate 25, and engaged with an inner peripheral face 17b of the cylinder of the main hub 17 movably in the axial direction, and connected to the main hub 17 through a cam mechanism 22 consisting of a small capacity torque transmission mechanism 19, a cam claw 20 and a claw hole 21.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention comprises a clutch hub connected to a main shaft and a clutch outer connected to an engine side, and a plurality of overlapping friction plates are arranged on each of the clutch outer and clutch hub. The present invention relates to a multi-disc friction clutch which is alternately connected to axial grooves so as to be movable in the axial direction, and in which friction plates are pressed into contact with a clutch spring between a clutch portion of a clutch hub and a pressure plate.

(Prior art and its problems) The latch as described above is often used in motorcycles, etc., but in motorcycles, the clutch is operated by hand with a lever, so the load on the clutch spring is reduced to 120%.
If it is not lower than ~13ONg, excessive operating force will be required.

However, when the load on the clutch spring is reduced in order to reduce the operating force, the surface pressure of the friction plate decreases, and the torque transmission capacity decreases. On the other hand, in order to maintain a high torque transmission capacity, the load on the clutch spring is increased (which makes it difficult to operate the lever by hand).

(Means for solving the problem) In order to solve the above problem, the second invention of the present application divides the clutch hub into two in the axial direction into a main hub and a sub-hub, and fits the sub-hub into the main hub so as to be movable in the axial direction. At the same time, it is integrally movably connected to the brake lever 1F-plate, fixed to the main shaft of the main hub, and a part of the torsional torque in the rotational direction of the sub-hub relative to the main hub during acceleration is applied to the connecting portion between the sub-hub and the main hub. A cam mechanism is provided that changes the pressure plate to a force that pushes it toward the clutch connection side.

In addition to the above configuration, the second invention also provides a small capacity torque transmission mechanism in parallel with the cam mechanism between the main hub and the sub hub so that the cam mechanism operates only when the magnitude of torsional torque exceeds a certain value. It is set up.

(Example) In FIG. 1, a multi-disc friction clutch 1 is arranged coaxially with a transmission main shaft 2, and a crank gear 3 of an engine.
and the main shaft 2 are connected intermittently.

A drive gear 5 for primary reduction meshes with the crank gear 3, and the drive gear 5 is rotatably fitted to the main shaft 2 via a roller bearing 6.

The drive gear 5 is connected to a cylindrical clutch outer 10 by a connecting pin 9, a rivet 7, and a spring damper 8 so as to be rotatable therein. A plurality of grooves 11 extending in the axial direction are formed at intervals in the circumferential direction on the inner peripheral surface of the clutch outer 10, and the outer peripheral protrusions of a plurality of clutch discs 12 are engaged with the grooves 11. are doing. The clutch discs 12 are spaced apart from each other in the axial direction,
It is movable in the axial direction. A clutch plate 13 is arranged between each clutch disc 12, and an inner circumferential protrusion of the clutch plate 13 is connected to a clutch hub 15.
It engages with the axial groove 16 on the outer periphery of. Axial groove 1
As in the case of clutch outer 100%*ii, a plurality of numbers 6 are formed at intervals in the circumferential direction.

The clutch hub 15 is manufactured from aluminum die-casting, and is divided into two parts in the axial direction, into a main hub 17 and a sub-hub 18. Two clutch plates 13 are supported by the main hub 17, and the remaining clutch plates 13 are supported by the sub-hub 18. The main hub 17 is spline-fitted to the main shaft 2 and is tightened by a nut 19 so that it cannot move in the axial direction, and always rotates integrally with the main shaft 2. An outward flange portion 17a is formed on the main hub 17, and the seventh latch portion 17a faces the clutch plate 13 closest to the arrow R side.

The sub-hub 18 is formed integrally with the pressure plate 25, and is fitted into the inner circumferential surface 17b of the cylindrical portion of the main hub 17 so as to be able to move in the axial direction. 17'
N-tied.

The cam mechanism 22 consists of a cam pawl 20 and a pawl hole 21. A plurality of cam pawls 20 are formed on the surface of the sub-hub 18 on the arrow R side at intervals in the circumferential direction, and a pawl hole 21 is formed in each cam pawl. 2
A plurality of them are formed on the main hub 17 so as to correspond to 0,
The cam pawl 20 projects into the pawl hole 21. Both hubs 17.
A cone spring 23 is compressed between the opposing end surfaces of the cone spring 23, and the elastic force of the cone spring 23 urges the sub-hub 18 in the direction of arrow R.

The pressure plate 25 faces the clutch disc 12 closest to the arrow R side, and is urged toward the arrow R side by a plurality of clutch springs (coil springs) 26 together with the sub-hub 18, thereby causing the clutch portion 17a and the pressure plate 25 to The clutch plate 13 and clutch disc 12 are pressed into contact between them. The clutch spring 26 is connected to the pressure plate 25 and the pressure plate 1.
A rod 27 screwed onto the main hub 17 projects into the recess, and a clutch is disposed between the tip spring seat 28 of the rod 27 and the bottom surface of the recess. The spring 26 is compressed. A release bearing 29 is fitted to the inner peripheral end of the pressure route 25, and a release rod 30 is in contact with the end surface of the release bearing 29 on the arrow R side. The release rod 30 is disposed coaxially with the main shaft 2, passes through an inner circumferential hole of the main shaft 2, and is operatively connected to, for example, a clutch lever (not shown) via an appropriate transmission mechanism.

In FIG. 2a, which is an enlarged cross-sectional view of [-I in FIG. A cam slope 20a is formed in the pawl hole 21, and a cam slope 21a is formed in the pawl hole 21, which is parallel to and faces the cam slope 20a with a short distance therebetween. The rear end surface 20b of the cam pawl 20 in the rotation direction A and the pawl hole 2
The end face 21b on the rear side in the rotational direction A of 1 is formed approximately at right angles to the rotational direction A.・-■ in Figure 1-
(2) In diagram IT3a showing a cross section, a damper spring (coil spring) 30 is used as the small capacity torque transmission mechanism 19. Notches 31 and 32 are provided on opposing sides of the main hub 17 and sub-hub 18, respectively.
is formed, and a damper spring 30 is contracted in a spring storage chamber formed by both notches 31 and 32 so as to be expandable and retractable in the direction of rotation of the clutch. A plurality of notches 31, 32 and damper springs 30 are arranged at intervals in the clutch rotation direction. Due to the elastic force of the damper spring 30, the rear end surface 20b of the claw portion 20 and the rear end surface 21b of the claw hole 21 are brought into contact as shown in FIG. 2a.

(Function) First, we will briefly explain the on/off operation of the entire clutch. When the clutch is engaged, the clutch disc 12 and the clutch plate 13 are pressed between the pressure plate 25 and the clutch portion 17a of the main hub 17 due to the elastic force of the clutch spring 26.

To disengage the clutch, the clutch lever is operated to move the release rod 30 in the direction of the arrow F, thereby moving the pressure plate 25 together with the bearing 29 and the sub-hub 18 in the direction of the arrow G against the clutch spring 26. By moving the pressure plate 25 in the direction of arrow F, the pressure plate 25 and the clutch portion 1
The press-contact state between the clutch disc 12 and the clutch plate 13 between the clutch disc 12 and the clutch plate 13 is released, and the clutch is disengaged.

Next, the functions of the cam mechanism 22 and the torque transmission mechanism 19 will be explained.

During normal starting, normal driving, or moderate acceleration, the elastic force of the damper spring 30 causes the cam slopes 20a, 20b to move away from each other as shown in FIG. 30 to the main hub 17.

During a sudden start or when running under full load, as shown in FIG. 3b, the forward torsional torque of the sub-hub 18 in the rotational direction A overcomes the elastic force of the damper spring 30, causing the sub-hub 18 to shift relative to the main hub 17. Twisted forward in rotation direction A. As a result, both the cam slopes 20a and 20b come into pressure contact with each other as shown in FIG. 2b, and the cam action moves the sub-hub 18 along with the pressure plate 25 toward the arrow R side, increasing the surface pressure on the clutch disc 12, etc., and transmitting the clutch. Increase the sound ■.

During deceleration, the state shown in Figures 2a and 3a is maintained.

(Alternative Embodiments) 1(1) For example, the pressure plate 25 and sub-hub 18 shown in FIG. 1 may be separate bodies, and the two 25 and 18 may be engaged with each other so as to move in the axial direction within one body. (2) A ball cam plate may be used as the cam mechanism.

(3) A rubber damper can also be used as the torque transmission mechanism.

(Effects of the Invention) As explained above: (1) In the first and second inventions of the present application, part of the torsional torque in the rotational direction of the sub-hub relative to the main hub during acceleration is applied to the connecting portion between the sub-hub and the main hub. Since a cam mechanism is provided that changes the force to press the pressure plate toward the clutch connection side, the clutch capacity itself can be automatically increased in accordance with the acceleration transmission torque even if the load on the clutch spring is weakened.

That is, even with a small clutch spring of v1 weight, sufficient latch capacity can be secured, so the operating force can be reduced without reducing the torque transmission function of the clutch, making it ideal for motorcycles.

(2) Furthermore, since the surface pressure of the friction plates such as the clutch disks can be increased by the cam action, it is possible to reduce the area of the friction plates, and thereby the entire clutch can be made lighter and more compact.

(3) In the second invention, since a small-capacity torque transmission mechanism is provided in parallel with the cam mechanism, only when the torsional torque in the forward direction of rotation of the sub-hub relative to the main hub exceeds the capacity of the torque transmission mechanism. , the above-mentioned cam action can be activated.

Therefore, the cam mechanism can be activated to increase the torque transmission capacity 1 only when a large torque capacity is required, such as when starting suddenly or when driving under full load, while the clutch When the clutch is engaged, the self-increase of the torque transmission capacity by the cam mechanism is eliminated, thereby preventing sudden engagement of the clutch and maintaining the smoothness of the starting operation.

[Brief explanation of drawings]

Fig. 1 is a longitudinal cross-sectional view of a multi-disc friction clutch to which the present invention is applied, Figs. 2a and 3a are enlarged cross-sectional views of Fig. 1 showing normal running conditions, and Fig. 2b, 3rd b
The figures are ■-■ of Fig. 1 showing the state when running at full load.
, ■-■ New enlarged view. 2...Main shaft, 10...
Taratsuchi outer, 11.16... split groove, 12.13
...Clutch disc, clutch plate (Ill friction plate), 15...Clutch hub, 17...Main hub, 18...Sub hub, 20.21...Cam pawl, pawl hole (an example of a cam mechanism) , 19...Small capacity torque transmission mechanism, 25...Pressure plate, 26...Clutch spring Patent applicant Kawa NmI Gyo Co., Ltd.'1 "u!A #llJ"""-.゛, 1 2nd phoenix) F 3rd pharynge 21! F Figure 3b

Claims (2)

[Claims] (1) A clutch hub connected to the main shaft and a clutch outer connected to the engine side are provided, and a plurality of overlapping friction plates are alternately engaged in respective axial grooves of the clutch outer and the clutch hub so as to be movable in the axial direction, In a multi-plate friction clutch in which a friction plate is pressed into contact with a clutch spring between a flange portion of a clutch hub and a pressure plate, the clutch hub is divided into two in the axial direction into a main hub and a sub-hub,
The sub-hub is fitted to the main hub so that it can move in the axial direction, and is also connected to the pressure plate so that it can move integrally with the pressure plate, fixes the main hub to the main shaft, and connects the sub-hub to the main hub in the direction of rotation of the sub-hub with respect to the main hub during acceleration. A multi-plate friction clutch characterized by being equipped with a cam mechanism that converts a portion of the torsional torque into force that presses a pressure plate toward the clutch connection side. (2) A clutch hub connected to the main shaft and a clutch outer connected to the engine side are provided, and a plurality of overlapping friction plates are alternately engaged in respective axial grooves of the clutch outer and the clutch hub so as to be movable in the axial direction, In a multi-plate friction clutch in which a friction plate is pressed into contact with a clutch spring between a flange portion of a clutch hub and a pressure plate, the clutch hub is divided into two in the axial direction into a main hub and a sub-hub,
The sub-hub is fitted to the main hub so that it can move in the axial direction, and is also connected to the pressure plate so that it can move integrally with the pressure plate, fixes the main hub to the main shaft, and connects the sub-hub to the main hub in the direction of rotation of the sub-hub with respect to the main hub during acceleration. A cam mechanism is installed to change part of the torsional torque of the main hub into a force that presses the pressure plate toward the clutch connection side, and the cam mechanism operates only when the magnitude of the torsional torque exceeds a certain value. A multi-disc friction clutch characterized by a small-capacity torque transmission mechanism installed in parallel with a cam mechanism between the hub and the sub-hub.