Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
  • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/20—Control lever and linkage systems
  • Y10T74/20558—Variable output force

Definitions

• the present invention mainly relates to a clutch release device suitable for a vehicle such as an automobile.
• the conventional release apparatus does not have the XI portion in FIG. 1 (the XI portion in FIG. 1 is a portion newly added according to the present invention). That is, conventionally, the rear surface of the lower end of the clutch lever 3 (release fork), which is substantially perpendicular to the support shaft 2 (fixed cylindrical shaft) of the release bearing 1, is fixed to the release force applying pad 4, and the rear surface of the upper end is fixed to the first.
• the fulcrum P 1 ⁇ engages with each other, and the middle front pressing point ⁇ 3 of the clutch lever 3 faces the release bearing 1. Further, the conventional clutch lever 3 does not have the extension 3a protruding upward from the first fulcrum # 1.
• Fig. 4 shows the relationship between the stroke of the clutch pedal and the stroke at the tip of the clutch lever (pressing point P3).
• the tip lever stroke of the clutch lever is initially concavely depressed due to the loss of each part, but thereafter extends substantially linearly. Therefore, even if the pedal stroke is increased after the clutch is almost completely disengaged in the range a in Fig.
• the present invention increases the ratio of the increase of the stroke of the clutch lever tip to the increase of the release force on the rear end of the clutch lever, which is substantially perpendicular to the support shaft of the release bearing, so that the clutch can be more reliably (more often) disengaged. It is intended to be.
• the rear surface of the clutch lever which is substantially perpendicular to the support shaft of the release bearing is engaged with the release force applying rod and the rear surface of the other end is engaged with the fixed first fulcrum.
• the clutch lever is extended from the first fulcrum, and the rear end of the extended portion is opposed to a separately provided fixed second fulcrum.
• This is a clutch release device in which the clutch lever is supported at the first fulcrum until the clutch is disengaged, and when the pedal stroke is further increased, the clutch lever is supported at the second fulcrum.
• the stroke at the tip of the clutch lever in response to the increase in the pedal stroke suddenly increases from the point d in FIG. 3, and when the clutch is disengaged to some extent in the range a and the pedal stroke is further increased, more clutches are obtained. It is surely cut.
• Fig. 1 is a longitudinal sectional view of the clutch release stroke: a halfway state
• Fig. 2 is a longitudinal sectional view showing the clutch completely cut off
• Fig. 3 is a stroke diagram of the pedal stroke with respect to the clutch lever tip.
• FIG. 4 is a conventional pedal stroke vs. clutch lever tip stroke diagram.
• the flywheel 7 shown in FIG. 1 is directly connected to a crank shaft (not shown) by a plurality of bolts 10, and the center bearing 11 supports the front end of the driven shaft 12 in some cases. 1 and 2 may support the clutch disk 5 in a cantilever shape as shown in FIG.
• the driven shaft 12 is a mission input shaft that penetrates through the fixed cylinder shaft 2 and extends into the mission case 13.
• the mission case 13 is fixed to the cylinder opening 15 of the engine via the clutch housing 14.
• the clutch cover 17 is fixed to the rear surface of the flywheel 7 by a plurality of bolts 16.
• the clutch cover 17 and the pressure plate 8 are straps 18 and rivets 19 extending in the circumferential direction of the clutch.
• the pressure plate 8 rotates integrally with the clutch cover 17. Press the plate 8 to the flywheel through the friction facing 6.
• the diaphragm spring 2 is supported by the clutch cover 17 via the wiring 21 and the pivot bolt 22 in order to bias it to the side of the diaphragm 7, and the center of the diaphragm spring 20 is the release bearing 1 Facing.
• the clutch disk 5 is spline-fitted on the driven shaft 12.
• the rod 4 engaged with the rear surface of the lower end of the clutch lever 3 is connected to the piston 25 in the operation cylinder 24 attached to the clutch housing 14, and generates a hydraulic pressure when the clutch pedal is depressed. (Both not shown) are connected to the operation cylinder 24 via a high-pressure pipe, so that when the clutch pedal is depressed, the rod 4 moves forward in the direction of the arrow.
• the first fulcrum P 1 is provided by a pivot bolt 26.
• the pivot bolt 26 is screwed into the clutch housing 14, and the protruding position is locked by a nut 27.
• the clutch lever 3 extends upward from the first fulcrum P 1, and the rear surface of the upper end of the extension 3 a is separated by a gap 29 from a pivot port 28 that provides the second fulcrum P 2. Facing each other.
• the pivot port 28 also engages with the clutch housing 14, and the protruding position is fixed by the nut 30.
• Fig. 1 shows the clutch pedal in the middle of the depressing process.
• the forward movement of the rod 4 causes the clutch lever 3 to rotate clockwise about the first fulcrum P1, and the release point 1 moves the release bearing 1 forward.
• the diaphragm spring 20 warps with the wiring 21 as a fulcrum, and the pressure plate 8 retreats, and the pressing force against the friction fusing 6 decreases.
• the clutch lever 3 is further rotated clockwise, and the clutch is almost completely disengaged immediately before the rear surface of the distal end of the extension 3a contacts the second fulcrum P2 (FIG. 3a).
• the stroke of the front end of the clutch lever becomes larger by b in Fig.
• the stroke of the pressure plate can be increased because the stroke of the tip end of the clutch lever can be made larger than before. In other words, the clutch can be disengaged (completely) more and more, and the drag phenomenon and the clip phenomenon can be prevented. In short, a clutch release device with good sharpness can be obtained.
• the present invention is loose when applied to a friction clutch of an automobile or the like, and can be effectively applied particularly when it is desired to effectively prevent a drag phenomenon / clip phenomenon in a clutch disengaged state. .

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Mechanical Operated Clutches (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=15762356

Family Applications (1)

Country Status (3)

Cited By (1)

Families Citing this family (7)

Citations (2)

Family Cites Families (6)

• 1986
  • 1986-07-10 JP JP61162846A patent/JPS6319424A/ja active Granted
• 1987
  • 1987-07-06 WO PCT/JP1987/000473 patent/WO1988000660A1/ja unknown
  • 1987-07-06 US US07/168,126 patent/US4821858A/en not_active Expired - Fee Related

Patent Citations (2)

Also Published As

Similar Documents

Legal Events