JPS63284087A - Drag preventive device of clutch for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a drag prevention device for a vehicle clutch used in a vehicle equipped with a wet multi-plate clutch.

[Conventional technology]

Wet type multi-disc clutches have the advantage of being compact and capable of transmitting relatively large amounts of power, so they are used in a variety of vehicles such as motorcycles and three-wheeled vehicles. It is configured to cut off the power of the

[Problem that the invention seeks to solve]

However, conventional vehicles equipped with this type of wet multi-disc clutch have a problem in that when the vehicle is parked overnight and the engine is started the next morning, the clutch tends to drag immediately after starting. That is, it is thought that this is because the clutch is left in a connected state while the vehicle is parked, and the lubricating oil cools and becomes more viscous, so that the clutch plate and the friction plate become stuck together due to the adhesive force of the lubricating oil. Therefore, even if the clutch is released after starting the engine, the friction plate and the clutch plate may not necessarily separate. In such a case, when the transmission is shifted to low gear in this state, the friction plate and clutch plate may You will be separated immediately. At this time, the clutch is sometimes connected, albeit momentarily, and the instantaneous transmission of engine power to the drive wheels causes a shock, causing discomfort to the occupants.

[Means for solving problems]

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a clutch drag prevention device for a vehicle that can prevent clutch drag even immediately after the engine is started after being parked for a long time. The drag prevention device according to the present invention includes a coupling pin that is attached to either a clutch lever or a parking lever that is pivotally supported on a vehicle body, and that engages with a recess that is closed on all sides and connects both levers to each other. is provided so that it can move forward and backward, and a locking member is provided that locks both levers in an operated state where both levers are connected by a connecting pin.

[Effect]

In the present invention, the clutch is kept in a disengaged state by applying the parking brake while the vehicle is parked.

〔Example〕

First, before going into the description of specific embodiments, the background of how the present invention was made will be explained. It is known that clutch drag is caused by the adhesive force of lubricating oil.
In order to pursue a structure that reduces this adhesive force, the applicant has
For example, after considering various structures such as inserting a cushion ring between the clutch plates and conducting repeated experiments based on those considerations, we found that it is most effective and long-term to leave the clutch in the disengaged state when parking. They discovered that even if the vehicle is parked for hours and the lubricating oil has cooled, the clutch is less prone to jerking.

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a plan view showing a drag prevention device for a vehicle clutch according to the present invention, FIG. 2 is a sectional view taken along line nn of FIG. 1, and FIG.
The figure is a side view seen from direction A in FIG. 1, and FIG. 4 is a plan view showing the operated state. In these figures, the reference numeral 1 indicates the steering handle. The steering handle 1 is rotatably supported at the front of a vehicle such as a motorcycle or a tricycle equipped with a wet multi-disc clutch, and constitutes a part of the vehicle body. 2 is a bracket fixed to the inside of the handle grip 3 on the left side of the steering handle l. The bracket 2 is formed in the shape of an arm that projects forward, and a connecting portion 2a for connecting brake and clutch wires, which will be described later, is formed at the tip end. Further, in the vicinity of the attachment portion of the bracket 2 to the steering handle 1, support portions 2b and 2c are integrally provided, each consisting of a pair of support plates that protrude forward and face each other with an interval in the vertical direction.

Reference numeral 4 designates a clutch lever formed in the shape of a long rod, and is pivotally supported at the lower part of the bracket 2 by a pivot bolt 5 passing through the support portion 2b. A parking lever 6 is shorter than the clutch lever 4 and operates the parking brake by being operated via the clutch lever 4, and is attached to the bracket 2 by a pivot bolt 7 passing through the support portion 2c. It is pivotally supported on the upper part so as to vertically overlap with the base of the clutch lever 4. That is, both of these levers are rotatably supported on the vehicle body via the bracket 2.

8 is a clutch wire for connecting the clutch lever 4 and the clutch, and 9 is a brake wire for connecting the parking lever 6 and a parking brake for braking the rear wheels. These wires 8°9 are connected to the connection part 2 of the bracket 2.
The operating wire 8b consists of outer wires 8a, 9a connected to the outer wire 8a, and operating wires 8b, 9b inserted through the outer wires 8a, 9a.

A locking portion 12.13 is provided at one end of the lever 9b to be locked to the locking portion 10°11 of each lever 4,6.

Reference numeral 15 denotes a coupling bottle for coupling both levers 4 and 6 to each other, and is inserted into a concave part 17 provided in the parking lever 6 and closed with a lid 16, so that the concave part 1
The clutch lever 4 is supported by the bottom of the clutch lever 7 and the lid 16 so as to be movable forward and backward relative to the clutch lever 4. In addition, the joint bottle 15 has a brim 18.
It is always urged upward by a spring 19 loaded between the flange 18 and the bottom, and upward movement is restricted by the contact between the flange 18 and the lid 16. An engagement recess 21 is provided at a portion of the clutch lever 4 facing the coupling pin 15, which engages when the coupling pin 15 moves forward. The engagement recess 21 is formed in a formal shape in plan view and is closed on all sides so as to surround the coupling pin 15 .

Reference numeral 23 designates a locking arm as a locking member that locks both levers 4.6 in a state in which these members are connected to each other by a connecting pin 15 and are operated. This locking arm 23 is formed into a plate shape, and a screw 24 is attached to the upper surface of the connecting portion 2a of the bracket 2.
When the levers 4 and 6 are connected by the connecting pin 15 and the clutch lever 4 is operated, it covers the upper side of the connecting pin 15 and prevents the connecting pin 15 from moving upward. It is formed to a length that can be controlled.

Furthermore, a notch 26 is provided approximately at the center of the locking arm 23, with which a locking pin 25 protruding from the upper surface of the parking lever 6 engages when the parking lever 6 is operated. The locking pin 25 is formed into a mushroom shape, including a shaft portion that engages with the notch 26 and a head portion that is larger than the shaft portion. The locking arm 23 is always biased clockwise by a spring, and its rotation is restricted by a locking plate 27.

In the vehicle clutch drag prevention device configured as described above, when the clutch lever 4 is squeezed, the operating wire 8
Since b is pulled, only the clutch is operated and the parking brake is not operated.

Also, when the coupling pin 15 is pressed against the force of the spring 19 (B) and the clutch lever 4 is slightly squeezed in this state, the clutch lever 4 and the parking lever 6 are coupled via the coupling pin 15. When the parking lever 6 is squeezed even more forcefully, the parking lever 6 rotates integrally with the rotation of the clutch lever 4, as shown in FIG. The parking brake can be easily applied by pulling the operating wire 9b.Then, the locking arm 23 is rotated counterclockwise to open the notch 26.
When the locking pin 25 is engaged and the clutch lever 4 is loosened, the locking pin 25 prevents the locking arm 23 from rotating, and the locking arm 23 prevents the coupling pin 15 from moving upward. Since they are locked, the clutch lever 4 and the parking lever 6 are connected to each other by the connecting pin 15 and are held in an operated state. That is, by applying the parking brake, the clutch can be held in a disengaged state.

Therefore, the friction plate of the clutch and the clutch plate do not stick to each other due to the adhesive force of the lubricating oil during parking, unlike in the conventional case, and power is transmitted between the friction plate and the clutch plate even immediately after starting the engine. It can prevent scratches and scratches.

On the other hand, when the clutch lever 4 is squeezed in the above-mentioned state, the engagement between the locking arm 23 and the locking pin 25 is released.
The locking arm 23 is rotated clockwise by the spring force tR. Therefore, by loosening the clutch lever 4,
The clutch lever 4 and the parking lever 6 can be rotated clockwise to return to their original states. Then, the coupling pin 15 protrudes upward due to the elastic force of the spring 19,
The connection between the two levers 4.6 is released.

In the above embodiment, the parking lever 6 is provided with the coupling pin 15, and the clutch lever 4 is provided with the engagement recess 21 in which the coupling pin 15 engages, but the present invention is not limited to this. Alternatively, the coupling pin 15 may be provided on the clutch lever 4 and engaged with the parking lever 6.

〔Effect of the invention〕

As explained above, according to the present invention, either the clutch lever or the parking lever, which is pivotally supported on the vehicle body, is engaged with a recess provided in the other and closed on all sides, thereby coupling both levers to each other. The coupling pin is provided so that it can move forward and backward, and a locking member that locks both levers in the connected and operated state is provided, so when the parking brake is applied while the car is parked, the clutch can be disengaged. can be retained.

Therefore, it is possible to prevent power from being transmitted between the friction plate of the clutch and the clutch plate even immediately after starting the engine after the vehicle has been parked for a long time, thereby preventing grinding. As a result, if you operate the clutch in the disengaged state, engine power will not be transmitted even if you shift the transmission to a low gear, so there will be no shock or discomfort to the occupants as in the conventional case. do not have.

Furthermore, simply by applying the parking brake, the clutch is held in the disengaged state at the same time, and no special operation is required, so there is also the advantage that there is no risk that the operation will become complicated.

[Brief explanation of the drawing]

FIG. 1 is a plan view showing a drag prevention device for a vehicle clutch according to the present invention, FIG. 2 is a sectional view taken along the line n-■ in FIG. 1, and FIG. 3 is a side view seen from direction A in FIG. 1. , FIG. 4 is a plan view showing the operated state. 1... Steering handle, 4... Clutch lever 1
6... Parking lever, 15... Combined bin,
21... Engagement recess, 23... Locking arm, 25
..., locking bottle, 26...notch.

Claims (1)

[Claims] A clutch lever that operates a wet multi-disc clutch and a parking lever that is shorter than this clutch lever and that is operated via the clutch lever to operate the parking brake are each rotatably supported on the vehicle body. Either one of the two levers is provided with a coupling pin which engages with a recess provided in the other and which is closed on all sides to connect both levers to each other so as to be movable back and forth, and both levers are coupled to each other by the coupling pin and can be operated. A drag prevention device for a vehicle clutch, which is provided with a locking member that locks in a locked state.