KR20050025252A - One-way clutch - Google Patents

Abstract

A one-way clutch is provided to reduce the number of parts by stopping the vehicle without shifting the gears, and to prevent friction loss by releasing regulation of the moving range of the roller with centrifugal force over the reference rpm. A one-way clutch is composed of an inner clutch race(62), an outer clutch race(65) arranged coaxially with the inner clutch race, a cam surface(62b) formed between the outer periphery of the outer clutch race and the inner periphery of the outer clutch race, a roller(64) mounted between the inner clutch race and the outer clutch race and rolled on the cam surface, a compression spring(66) circumferentially pressing the roller along the inner clutch race and the outer clutch race, and a centrifugal weight(63) regulating movement of the roller within the range of rolling in rotating at low speed and releasing regulation of movement of the roller over the reference rpm.

Description

One-way clutch {ONE-WAY CLUTCH}

The present invention relates to a one-way clutch for an engine brake, for example, mounted on an engine of a motorcycle.

In this type of motorcycle engine, there has been a conventional one-way clutch on the crankshaft that allows only power transmission from the cell starter to the crankshaft side (see, for example, Patent Document 1 or Patent Document 2).

<Patent Document 1> Japanese Patent Application Publication No. 59-116639

<Patent Document 2> Japanese Patent Application Laid-Open No. 62-75141

The conventional one-way clutch normally operates as a one-way clutch. Therefore, if such a one-way clutch is used for the engine brake and only attempts to transmit power from the wheel side to the crankshaft side, even if the engine is stopped, the rotation is transmitted to the crankshaft if the wheel rotates. For this reason, in order to process (pressurize) the vehicle at the time of engine stop, it was necessary to switch the gear to the neutral position to remove the driving force. In addition, in the case of the structure without neutral, the neutral structure had to be attached to a new gear mission.

In order to solve the said conventional subject, the invention of Claim 1 has an inner ring, the outer ring coaxial with this inner ring, the cam surface formed in the outer periphery of the said inner ring, or the inner periphery of the outer ring, and the said inner ring and said outer ring In the one-way clutch provided between the transmission member and the transmission member for rolling on the cam surface, and the biasing member for biasing the transmission member in the direction in which the transmission member is pinched along the circumferential direction to the inner ring and the outer ring. The regulating member is configured to restrict movement of the rolling member in the biasing direction within a range in which the rolling member is rotatable and to release the regulation at a predetermined rotation speed or more.

In the invention according to claim 2, in the invention according to claim 1, the regulating member has a centrifugal weight and is pivotably pivotable on the inner ring, and is outward by a centrifugal force at a predetermined rotation speed or more. It is open to, characterized in that to release the regulation.

EMBODIMENT OF THE INVENTION Hereinafter, one Embodiment which concerns on this invention is described based on FIG. First, FIG. 1 is a longitudinal sectional view of a power unit 10 for a motorcycle equipped with one embodiment of a one-way clutch of the present invention, and FIG. 2 is a centrifugal start clutch 30 and one-way clutch 60 for an engine brake in FIG. It is a figure which expands and shows vicinity.

The power unit 10 is configured to integrate the internal combustion engine 11 and the transmission mechanism 12 on the load side.

By combining the left and right unit cases 13L and 13R of the right unit case in which the crankcase of the internal combustion engine 11 and the gear case of the transmission mechanism 12 are integrally formed, the crankcase and the gear chamber are formed inside. Is formed.

The crankshaft 15 arranged to face the vehicle left and right directions is supported by the bearings 16L and 16R on each of the left and right unit cases 13L and 13R. In the internal combustion engine 11, the connecting rod 19 is in contact with the piston 10 and the crankshaft 15, which are fitted to be slidably fitted in the cylinder bore of the cylinder block 17.

The cylinder head 20 joined to the cylinder block 17 forms a combustion chamber 21 between the top surface of the piston 18 and an intake and exhaust valve for opening and closing the intake and exhaust ports communicating with the combustion chamber 21 ( Not shown) is installed. The camshaft 22 which drives this intake and exhaust valve is rotatably supported by the cylinder head 20 in parallel with the crankshaft 15.

In the transmission mechanism 12, the input shaft 25 and the output shaft 26 arrange | positioned in parallel with the crank shaft 15 are hypothesized to be rotatable to the left and right unit cases 13L and 13R. The input reduction shaft 25 is fitted with a primary deceleration driven gear 25a at an end projecting to the right from the right unit case 13R, and a drive gear 25b is formed inside the left direction. Moreover, the drive sprocket 26a is fitted in the output shaft 26 at the edge part which protruded outward from the left side unit case 13L, and the driven gear 26b is fitted in the right direction inner side, and the driven gear ( 26b) and the said drive gear 25b engage with each other.

The chain 27 intersects between the drive sprocket 26a which protrudes outside the output shaft 26, and the driven sprocket integrally attached to the rear wheel of the motorcycle which is not shown in figure, and the final deceleration mechanism is comprised.

In the right part projecting to the right from the right unit case 13R of the crankshaft 15, the centrifugal oscillation clutch 30, the torque converter 40, and the primary deceleration drive gear 48a in order from the right end toward the inside. Is provided, and the primary deceleration drive gear 48a meshes with the primary deceleration driven gear 25a of the transmission mechanism 12.

Right side cover 28 which covers the primary deceleration mechanism, the centrifugal oscillation clutch 30, and the torque converter 40 from the right side by engagement of the primary deceleration drive gear 48a and the primary deceleration driven gear 25a. Is bonded to the right end surface of the right unit case 13R. Moreover, this right side cover 28 carries out the edge part of the crankshaft 15 by the bearing 29. As shown in FIG.

The centrifugal oscillation clutch 30 includes a clutch inner 31 and a clutch outer 32. The clutch inner 31 is composed of a disc-shaped inner plate 31a and an inner boss portion 31b holding the base end thereof, and the inner boss portion 31b is splined at the right end of the crankshaft 15. It is splined, it is fixed by the clutch tightening bolt 32, and it rotates integrally with the crankshaft 15. As shown in FIG. Further, the clutch weights 34 are pivotally pivoted on the plurality of support shafts 33 protruding in parallel with the crank shaft 15 on the outer peripheral end side of the inner plate 31a.

As for the outer plate 35a of the clutch outer 35, the cylindrical part opposes the said inner peripheral surface to the said some clutch weight 34, and covers them. In addition, the outer boss portion 35b holding the base end of the outer plate 35a is pivoted to the crankshaft 15 through the bearing 37 so as to be rotatable and moved relative to the inner boss portion 32. It is supported by the one-way clutch 60.

Simultaneously with the rotation of the crankshaft 15, the clutch inner 31 rotates integrally, but rotational torque is not transmitted to the clutch outer 35 by the one-way clutch 60. When the rotational speed of the crankshaft 15 exceeds a predetermined value, the inclined movement of the clutch weight 34 increases, acting on the outer plate 35a, and the centrifugal oscillation clutch 30 engages to engage the clutch outer 35. Rotate

Further, the one-way clutch 60 has a larger driving force on the transmission mechanism 12 side (clutch outer 35 side) than the driving force on the internal combustion engine 11 side (clutch inner 31 side), and also the internal combustion engine 11. Only when the rotation speed of the side (crankshaft 15) is greater than or equal to the predetermined value, rotational power is transmitted from the transmission mechanism 12 side (clutch outer 35 side) to the crankshaft 15 (clutch inner 31 side). Although it is possible, the detailed structure etc. are mentioned later.

The torque converter 40 provided adjacent to the right unit case 13R side from the centrifugal oscillation clutch 30 is integrally coupled to the outer boss portion 36 which holds the base end of the outer plate 35. It consists of the pump vane 41 which becomes, the turbine vane 42 which opposes this, and the stator vane 43 arrange | positioned between these vane wheels 41 and 42.

The stator boss portion 44 holding the base end of the stator vane 43 is splined to the cylindrical stator shaft 45, and the stator shaft 45 has the bearing 46 on the crank shaft 15. It is supported by the free wheel clutch 47 with respect to the right side unit case 13R at the same time, and the stator vane 43 is rotatable integrally with the stator shaft 45 in one direction.

The cylindrical shaft 48 holding the base end of the turbine vane 42 is rotatably supported by the stator shaft 45 via a bearing 49, and the left end of the turbine shaft 48 is supported. The primary deceleration drive gear 48a is formed in the upper portion.

The side cover 50 which covers the back surface of the turbine vane 42 is integrally connected to the pump vane 41, and is for back-load transmission between this side cover 50 and the turbine shaft 48. As shown in FIG. The free wheel clutch 51 is remodeled.

When the rotational speed of the crankshaft 15 exceeds a predetermined speed and the centrifugal oscillation clutch 30 engages, and the pump vane 4l rotates simultaneously with the clutch outer 35, the operation in the torque converter 40 is performed. Oil flows sequentially from the outer peripheral side of the pump vane 41 to the stator vane 43 whose rotation is regulated by the turbine vane 42 and the freewheel clutch 47, and the inner circumference of the pump vane 41 It circulates so that it may return to the side, and the rotational torque of the pump vane 41 is transmitted to the turbine vane 42. In this way, the turbine blade 48 and the turbine shaft 48 integral with the primary deceleration drive gear 48a are rotationally driven.

When rotation of the turbine vane 42 becomes high speed and approaches the speed of the pump vane 41, the stator vane 43 revolves by the freewheel clutch 47, and vanes 41, 42, 43 are rotated. ) Is integrated and rotates to increase the efficiency as a fluid joint. In this way, the torque converter 40 fulfills the automatic transmission function.

When the back rod at the time of deceleration is input to the turbine shaft 48 from the transmission mechanism l2 side via the primary deceleration mechanism, the rotational torque of the side cover 50 is engaged by the freewheel clutch 51. It is transmitted directly to the pump vane 41 through, the rotation of the clutch outer boss portion 35b integral with the pump vane 41 is transmitted to the crankshaft 15 through the one-way clutch 60, the engine brake is Works.

3 to 6 are views showing members constituting the one-way clutch 60 of the present embodiment, respectively, FIG. 3 is a retainer, FIG. 4 is a clutch inner ring, and FIG. 5 is a centrifugal weight (regulating member). 6 represents the clutch plates 69, respectively.

First, FIG. 3A is a right side view of the retainer 61, and FIG. 3B is a sectional view taken from the B-B arrow in FIG. 3A. The retainer 61 is an annular plate, and a plurality of outer peripheral portions (3 in the illustrated example) are bent twice, and a spring accommodating portion 61a is formed. Moreover, the one part 61b which protruded inward is provided in the inner peripheral part.

4A is a right side view of the clutch inner ring 62, the same left side view as in FIG. 4B, and FIG. 4C is a cross-sectional view taken from the C-C arrow in FIGS. 4A and 4B. As for this clutch inner ring 62, the spline 62a is formed in the inner periphery, and the cam surface 62b is formed in the plurality of outer peripheries (3 in the example of illustration). Moreover, the notch 62c and the pinhole 62d for chucking the centrifugal weight 63 mentioned later are provided. Moreover, in one surface (left side surface), the shoulder part 62e extended in the circumferential direction is missing by several (4 in the example of illustration), and the recessed part 62f is formed.

5A is a right side view of the centrifugal weight (regulator) 63, FIG. 5B is a sectional view taken from the BB arrow of FIG. 5A, FIG. 5C is a view taken from the C arrow of FIG. 5A, and FIG. 5D is a D arrow of FIG. 5A. Fig. 5E is a view taken from the arrow E in Fig. 5A. The centrifugal weight 63 is provided with a notch 63a and a pin hole 63b for chucking to the clutch inner ring 62 at one end thereof. Moreover, the other end part is provided with the roller contact part 63c which contacts the roller 64 mentioned later at the time of clutch idle. Spring end portions 63d and 63e for mounting the tension springs 68 described later are formed at both ends, respectively.

6 is a right side view of the clutch plate 69. This clutch plate 69 is an annular flat plate, and the relief 69a for providing below-mentioned tension spring 68 is formed in several places (3 in the illustration) of an inner periphery.

Next, FIGS. 7 and 8 are assembling views (right side view) of the one-way clutch 60 of the present embodiment, where FIG. 7 is a state when the one-way clutch 60 is in operation, and FIG. 8 is idle in both directions. Indicates the state of. 9 is an enlarged view showing only the one-way clutch 60 part in FIG. 2, and corresponds to the cross section taken from the IX-IX arrow of FIG.

First, the clutch inner ring 62 having the cam surface 62b formed on its outer circumference is splined to the clutch inner boss portion 31b of the centrifugal oscillation clutch 30 by a spline 62a formed on the inner circumference thereof, whereby the crank shaft It rotates integrally with (15). 64 is a plurality (three in the example) rollers (electric members) which drive the cam surface 62b of the clutch inner ring 62. 65 is a clutch outer ring formed integrally with the clutch outer boss portion 35b of the centrifugal oscillation clutch 30, and holds the roller 64 in the radial direction between the clutch inner ring 62, The clutch inner ring 62 can be rotated relative to each other. 66 is a compression spring (biasing member) inserted between the spring receiving portion 61a of the retainer 61 and the roller 64, and the roller 64 is circumferentially (FIGS. 7, 8). Clockwise).

7 and 8, when the clockwise direction is the forward rotation direction of the engine, and the clutch outer ring 65 rotates clockwise with respect to the clutch inner ring 62, the roller 64 is connected to the clutch inner ring 62. The pinching is released between the clutch outer ring 65 and the clutch inner ring 62 rotates clockwise with respect to the clutch outer ring 65.

As mentioned above, although the structure of the conventional one-way clutch is substantially the same, the one-way clutch 60 of embodiment of this invention has the structure demonstrated further next. That is, a plurality of centrifugal weights (regulators) 63 shown in FIG. 5 (three in the illustrated example), as shown in FIGS. 7 and 8, end portions of the clutch inner ring 62 by pins 67. It is crushed on and can be rocked. As shown in FIG. 8, when the centrifugal weight 63 swings inward, the roller contact portion 63c of one end of the centrifugal weight 63 contacts the roller 64, and the compression spring 66 of the compression spring 66. The roller 64 is moved in the counterclockwise direction in the drawing in response to the force. As shown in FIG. 7, when the centrifugal weight 63 swings outward, the roller contact portion 63c of the centrifugal weight 63 is separated from the roller 64. Moreover, the tension spring 68 is attached between the spring accommodating parts 63d and 63e of these adjacent centrifugal weight 63, and the centrifugal weight 63 attaches to the direction which oscillates inward.

Moreover, when attaching the one-way clutch 60 of this embodiment, as shown in FIG. 9, the washer 70, the retainer 61, and the clutch inner ring inward from the inside inside the clutch outer ring 65. As shown in FIG. (62) (with the centrifugal weight 63 and the tension spring 68 installed), the roller 64 and the compression spring 66 are inserted, and then pressurized by the clutch plate 69 to provide a circlip. (circlip) (71). At that time, the inner protrusion 61b (FIG. 3) of the retainer 61 is press-fitted into any one of the four recesses 62f (FIG. 4) of the shoulder portion 62e formed on the clutch inner ring 62. Make a position determination.

When such an engine starts and the crankshaft 15 rotates, the clutch inner 31 of the centrifugal oscillation clutch 30 splined to the crankshaft 15 also rotates. When the rotational speed reaches a predetermined value, the clutch weight 34 is swung around the support shaft 33 by centrifugal force and pressed against the inner surface of the cylindrical portion of the outer plate 35a of the clutch outer 35 to provide a frictional force. The rotation is transmitted to the clutch outer 35 by this. This rotation is transmitted to the input shaft 25 and the output shaft 26 through the torque converter 40, and finally rotates the wheel of the motorcycle.

On the other hand, the rotation of the crankshaft 15 is also transmitted to the clutch inner ring 62 splined to the boss portion 31b of the clutch inner 31, so that the clutch inner ring 62 rotates clockwise in FIG. As a result, the cam face 62b of the clutch inner ring 62 faces the relatively lower side, so that the inner surface of the clutch outer ring 65 and the cam face 62b are separated, so that the roller 64 has an inner surface of the clutch outer ring 65 and a cam face ( No coordination with 62b). Therefore, the rotation of the crankshaft 15 is not transmitted to the clutch outer 35 of the centrifugal oscillation clutch 30 via the one-way clutch 60.

Next, when the engine deceleration operation is performed while traveling, the rotation of the wheel is transmitted to the clutch outer ring 65 formed on the clutch outer 35 of the centrifugal oscillation clutch 30. Then, the roller 64 moves clockwise by the clockwise rotation of the clutch outer ring 65 (FIG. 7) and the biasing force of the compression spring 66 so that the inner surface of the clutch outer ring 63 and the clutch inner ring ( Since the pinch is pinched between the cam face 62b of 62, rotation is transmitted to the clutch inner ring 62 and from the clutch inner boss portion 31b to the crankshaft 15 by the frictional force. In other words, the engine brake is activated. In this case, while the crankshaft 15 and the clutch inner 31 are rotating more than the predetermined rotation speed (degree of idling), as shown in FIG. 7, the centrifugal weight 63 is a tension spring by centrifugal force. Since the roller 64 and the roller contact portion 63c of the centrifugal weight 63 are separated from each other by resisting the force of 68, the roller 64 can be prevented from moving clockwise in the drawing. none. That is, the roller 64 is released from restriction | limiting in the range which can be mentioned later.

In addition, when the engine is stopped and the wheels are rotated at a low speed as in the process of processing the vehicle, the centrifugal force does not act on the centrifugal weight 63 of the one-way clutch 60, as shown in FIG. 8. The centrifugal weight 63 is oscillated inward by the force of the tension spring 68. At this time, the roller contact portion 63c at one end of the centrifugal weight (regulating member) 63 contacts the roller 64 and resists the force of the compression spring 66, thereby counteracting the roller 64 counterclockwise in the drawing. It moves in the direction and regulates within the range which can be rolled. That is, since the roller 64 is opened from the pinching of the clutch inner ring 62 and the clutch outer ring 65, the one-way clutch 60 revolves in both directions. In this way, even if the gear is not changed to neutral, it can be suppressed.

As described above, in the present embodiment, even if the wheel is rotated at a low speed, the rotation is not transmitted to the crankshaft, so it is not necessary to perform the gear operation during the vehicle processing. In addition, even when the gear mission is not provided with a neutral mechanism, the vehicle can be processed, and there is no need to provide a neutral mechanism, and the number of parts can be greatly reduced. On the other hand, when the accelerator is returned while driving, the rotation of the wheel is transmitted to the crankshaft, so that the engine brake can be operated.

In addition, in this embodiment, since the centrifugal weight 63 is used as the restricting member, the predetermined number of rotations for releasing the regulated state of the one-way clutch 60 can be arbitrarily selected by the weight of the centrifugal weight 63. Improved versatility In addition, since the restricting member 63 is operated by centrifugal force, no friction loss occurs.

Moreover, in the said embodiment, the case where the cam surface 62b is formed in the outer periphery of the clutch inner ring 62, and the transmission member (roller 64) is hold | maintained between the clutch outer ring 65 of the outer side is demonstrated. However, the cam surface may be formed on the inner circumference of the clutch outer ring 65 to hold the transmission member between the inner clutch 62 and the inner clutch 62.

The invention according to claim 1 is configured as described above, and at the time of low speed rotation, the movement of the drive member in the biasing direction is regulated within the range in which the transmission member can be rolled, and at the predetermined rotation speed or more, the regulation is applied. Since the restricting member is released, even if the wheel is rotated at a low speed as in the processing of the vehicle, this rotation is not transmitted to the crankshaft. Therefore, it is not necessary to perform gear operation or the like during vehicle processing. In addition, even when the gear mission is not provided with a neutral mechanism, the vehicle can be processed. Therefore, there is no need to provide a neutral mechanism, and the number of parts can be greatly reduced. On the other hand, if the accelerator is returned during traveling, the rotation of the wheel is transmitted to the crankshaft, so that the engine brake can be operated.

In the invention according to claim 2, the regulating member is provided with a centrifugal weight and pivotally pivoted on the inner ring, and is opened outward by a centrifugal force at a predetermined rotation speed to release the regulation. Therefore, the regulation of the moving range of the transmission member can be canceled by the centrifugal force at a predetermined rotation speed or more without using a complicated apparatus. Moreover, the predetermined rotational speed can be arbitrarily selected by the weight of the centrifugal weight, thereby improving the versatility. In addition, friction loss does not occur because of the use of centrifugal force.

1 is a longitudinal sectional view of a power unit 10 for a motorcycle equipped with one embodiment of a one-way clutch according to the present invention.

FIG. 2 is an enlarged view of the vicinity of the centrifugal oscillation clutch 30 and the one-way clutch 60 for an engine brake in FIG. 1.

3A is a right side view of the retainer 61, and FIG. 3B is a sectional view taken from the B-B arrow in FIG. 3A.

4A is a right side view of the clutch inner ring 62, FIG. 4B is the same left side view, and FIG. 4C is a cross-sectional view taken from the C-C arrow of FIGS. 4A and 4B.

FIG. 5A is a right side view of the centrifugal weight (regulator) 63, FIG. 5B is a sectional view taken from the BB arrow of FIG. 5A, FIG. 5C is a view taken from the C arrow of FIG. 5A, and FIG. 5D is taken from the D arrow of FIG. 5A. 5E is a view taken from the arrow E in FIG. 5A.

6 is a right side view of the clutch plate 69.

7 and 8 are assembling views (right side view) of the one-way clutch 60 of the present embodiment, and FIG. 7 is a diagram showing a state when the one-way clutch 60 is operating.

FIG. 8 is a diagram showing a state when revolving in the same direction in both directions.

FIG. 9 is an enlarged view showing only one portion of the one-way clutch 60 in FIG. 2, and corresponds to a cross section taken from the IX-IX arrow in FIG. 7.

<Explanation of symbols for main parts of drawing>

10: power unit 11: internal combustion engine

12: transmission mechanism 13L: left unit case

13R: right unit case 15: crankshaft

16L, 16R: Bearing 17: Cylinder Block

18: piston 19: connecting rod

20: cylinder head 21: combustion chamber

22: camshaft 25: input shaft

26: output shaft 27: chain

28: right side cover 29: bearing

30: centrifugal oscillation clutch 31: clutch inner

31a: inner plate 31b: inner boss portion

32: clutch tightening bolt 33: support shaft

34: clutch weight 35: clutch outer

35a: outer plate 35b: outer boss portion

37: bearing 40: torque converter

41: pump vane 42: turbine vane

43: stator vane 44: stator boss

45: stator shaft 46: bearing

47: free wheel clutch 48: turbine shaft

49: bearing 50: side cover

51: free wheel clutch 60: one-way clutch

61 retainer 61a spring receiving portion

61b: inner protrusion 62: clutch inner ring

62a: spline 62b: cam face

62c: notch 62d: pin hole

62e: shoulder portion 62f: recessed portion

63: centrifugal weight (regulator absent) 63a: notch

63b: pin hole 63c: roller contact portion

63d, 63e: Spring housing 64: Roller (motor member)

65: clutch outer ring 66: compression spring (load member)

67: pin 68: tension spring

69: clutch plate 69a: relief

70: washer 71: circlip

Claims (2)

An inner ring, an outer ring coaxially with the inner ring, a cam surface formed on an outer circumference of the inner ring or an inner circumference of the outer ring, and a transmission member provided between the inner ring and the outer ring and rolling on the cam surface; In the one-way clutch having a biasing member for biasing the transmission member in a direction for coordinating the inner ring and the outer ring along the circumferential direction, the rotational movement of the transmission member in the bias direction at low speed rotation. A one-way clutch characterized in that the member is regulated within a range that can be rotated, and a regulation member for releasing the regulation is provided at a predetermined rotation speed or more. The said regulating member is equipped with the centrifugal weight, and pivotally pivoted to the said inner ring, and it is open | released outward by the centrifugal force more than predetermined | prescribed rotation speed, and the said regulation is cancelled | released. One-way clutch.