WO2006083243A1 - Véhicule avec embrayage de boîte de vitesses et embrayage à segments limiteur de contre-couple séparés - Google Patents

Véhicule avec embrayage de boîte de vitesses et embrayage à segments limiteur de contre-couple séparés Download PDF

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Publication number
WO2006083243A1
WO2006083243A1 PCT/US2005/002963 US2005002963W WO2006083243A1 WO 2006083243 A1 WO2006083243 A1 WO 2006083243A1 US 2005002963 W US2005002963 W US 2005002963W WO 2006083243 A1 WO2006083243 A1 WO 2006083243A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
slipper
output shaft
crankshaft
engine
Prior art date
Application number
PCT/US2005/002963
Other languages
English (en)
Inventor
Michael Czysz
Original Assignee
Motoczysz, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Motoczysz, Llc filed Critical Motoczysz, Llc
Priority to PCT/US2005/002963 priority Critical patent/WO2006083243A1/fr
Publication of WO2006083243A1 publication Critical patent/WO2006083243A1/fr

Links

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
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
    • F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
    • F16D43/213—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces
    • F16D43/215—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs
    • F16D43/216—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs with multiple lamellae

Definitions

  • This invention relates generally to a drive train clutch mechanism for a motor vehicles, and more particularly to a motor vehicle having a both a gearbox clutch which performs the conventional coupling and decoupling of the engine from the driven wheels, and a separate slipper clutch which limits back-torque from the driven wheels to the engine such as under deceleration.
  • FIG. 1 illustrates an engine 10, which may be an internal combustion engine or, for example, an electric motor.
  • the engine includes a crankcase 12 which encloses one or more crankshafts 13, 15 as well as a gearbox or transmission 17.
  • a cylinder block 14 is coupled to the crankcase, and a head 16 is coupled to the cylinder block.
  • the engine is illustrated as an inline four-cylinder four-stroke engine, may be any suitable engine or motor configuration.
  • the drive shaft may be considered a crankshaft
  • the motor housing may be considered a crankcase.
  • the engine includes a primary or gearbox clutch 20 which serves to selectively couple and decouple the crankshaft or other drive train component from the final drive output 21 of the engine.
  • the gearbox clutch is typically located on a side of the engine.
  • the gearbox clutch typically includes a stack (not shown) of alternating drive plates and friction plates, in which the drive plates interlock with a clutch basket 23 and the stack is kept under compression by a set of clutch basket springs (not shown).
  • a cable or hydraulic actuator mechanism relieves the spring compression, allowing the various plates in the stack to rotate and slip on one another, decoupling the crankshaft from the final drive output.
  • Engine braking can be a significant force, and not only causes stresses in the drive train components (in a direction opposite to that for which they may have been engineered), but may also reduce the stability of the vehicle or have other negative consequences. This is a well-known problem in certain applications, especially high-compression, large displacement four-stroke racing motorcycles.
  • slipper clutches which include a sprag bearing which "sprags,” or locks up in one rotational direction but freewheels in the other direction. It is generally not desirable to entirely eliminate engine braking.
  • Most slipper clutches have, in addition to their sprag, a controlled and sometimes statically adjustable amount of clutch friction applied in the freewheel direction, to provide some amount of engine braking.
  • gearbox clutch is subjected to very high stress and temperature during vigorous operation, such as in racing conditions.
  • the stress and temperature degrade the performance and predictability of the slipper function.
  • several riders including Valentino Rossi and Kenny Roberts Jr., were known to have achieved reduced results in certain races specifically because of slipper clutch problems.
  • Clutches are subject to maximum abuse at the starting line, followed by continued hard usage throughout the race.
  • a racer's mechanics may achieve a perfect pre-race adjustment of a rider's slipper clutch, then, over the course of the race, as the clutch wears and is repeatedly heated and cooled, the slipper clutch falls farther and farther out of adjustment. This may have a significant impact on a rider's braking points and confidence.
  • FIG. 1 shows, in perspective view, an engine equipped with both a gearbox clutch and a slipper clutch, according to another embodiment of this invention.
  • FIG. 2 shows, in perspective view, a motorcycle equipped with both a gearbox clutch and a slipper clutch, according to another embodiment of this invention.
  • FIGS. 3 and 4 show, in perspective view and exploded view, respectively, a slipper clutch according to one embodiment of this invention.
  • FIG. 5 shows, in perspective view, a motorcycle gearbox equipped with a gearbox clutch and a separate slipper clutch.
  • FIGS. 6-8 show, in perspective view, different embodiments of a slipper clutch having a dynamic back-torque adjustment mechanism.
  • FIG. 1 illustrates an engine 10 according to one embodiment of this invention.
  • the engine includes a crankcase 12 housing one or more crankshafts (not visible), one or more cylinder blocks 14 housing one or more pistons (not visible), one or more heads 16 housing valve trains (not visible), a gearbox 18 housing a gear train (not visible), a gearbox clutch 20 coupled to the gear train, and a separate slipper clutch 22 whose operation is independent of, and, ideally, physically removed from the gearbox clutch.
  • the gearbox clutch provides the conventional function of coupling and decoupling the final drive from the crankshaft, but does not necessarily need to provide a slipper function.
  • the slipper clutch is oriented perpendicular to the crankshaft (not shown). In other embodiments, the slipper clutch may be oriented differently, such as in parallel or even coaxially with the crankshaft.
  • FIG. 2 illustrates one embodiment of a motor vehicle 30 having an engine 10 equipped with both a gearbox clutch 20 and a separate slipper clutch 22, according to this invention. While the invention is illustrated as being embodied in a motorcycle, it may advantageously be used in a wide variety of other applications, such as automobiles, trucks, karts, and so forth. It may also find applicability outside motor vehicles.
  • FIG. 3 illustrates one embodiment of a slipper clutch 22 according to this invention, particularly adapted for use in an engine in which the crankshaft and the final output shaft are perpendicular.
  • the slipper clutch is coupled to a bevel gear 32 which is driven by a pinion gear 34.
  • the slipper clutch includes a clutch basket 36 which contains a stack of drive plates and friction plates (not visible) which are kept under tension by a spring 38 such as a diaphragm spring or Belleville washer.
  • the pinion gear is equipped with a pinion bearing 40, and the bevel gear is equipped with a bearing 42.
  • the slipper clutch can be provided with a gear 44 which engages a gear 46 coupled to a second shaft 49.
  • the gear 44 is integrally formed with the clutch basket.
  • FIG. 4 illustrates further details of the slipper clutch 22 in an exploded view.
  • the slipper clutch includes three basic assemblies: a slipper clutch assembly 50, a pinion assembly 52, and a secondary shaft assembly 54.
  • the slipper clutch assembly includes the clutch basket 36 with its gear 44.
  • the clutch basket houses a stack 56 of interleaved drive plates 58 and friction plates 60.
  • the stack is kept under pressure by the diaphragm spring 38, according to how tightly or how far an inner nut plate 62 and an outer nut plate 64 are tightened onto splines 66 at one end of the slipper clutch shaft 48 by a tensioner bolt 68.
  • the clutch basket rides in a bearing 42, and the bevel gear rides in a bearing 70.
  • a sprag bearing 72 engages the inner surface of the clutch basket and the outer surface of the slipper clutch shaft 48, and "sprags,” i.e., provides positive engagement through the slipper clutch in the forward direction of torque transmitted from the gearbox (not shown) under acceleration, but freewheels in the opposite direction, or the direction in which torque is transmitted from the wheel and driven shaft under deceleration.
  • the bevel gear is coupled to splines 74 at the other end of the slipper clutch shaft 48 by a bolt 76 and a washer 78.
  • the tensioner is equipped with a tensioner washer 38, such as a Belleville washer.
  • the pinion assembly 52 couples the slipper clutch to the output drive shaft (not shown) of the engine or other motive mechanism.
  • the pinion gear 34 is coupled to the crankshaft (not shown) or other engine output shaft by a bolt 80 and a washer 82.
  • a spacer 84 and a seal 86 provide a good interface between the pinion gear and a roller bearing 40 which rides in a journal of the crankcase (not shown).
  • the secondary shaft assembly 54 includes a secondary shaft 49 to which are coupled a gear 46, a pair of bearings 88, 90, and a final drive output sprocket (not shown) which drives the chain (not shown) to transmit power to the rear wheel (not shown).
  • the sprocket is held on by a nut 92 and a washer 94, and is positioned off the outer bearing by a spacer 96.
  • the second shaft arrangement can be utilized to significant advantage.
  • the vertical location of the gearbox, and specifically the vertical location of the pinion gear 34 which is coaxial with its side of the gearbox, may not be ideally placed for powering the final drive chain (not shown) which couples the slipper clutch to the rear wheel's sprocket.
  • the secondary slipper clutch shaft can be coaxially located with the swingarm pivot.
  • the secondary shaft can ride in bearings which are coupled to the swingarm and which are coaxial with the swingarm pivot.
  • FIG. 5 illustrates the gearbox driveline, with crankcases and other components omitted for improved visibility.
  • the driveline includes a gear train 100 which is driven by a gear (not shown) on a crankshaft (not shown) of the engine.
  • the gear train is coupled to and decoupled from the crankshaft torque by the gearbox clutch 20, and drives pinion gear 34.
  • FIG. 6 illustrates another embodiment of a slipper clutch assembly 110 according to this invention.
  • the slipper clutch assembly includes a slipper clutch 22 which is driven by a gear 32, which is driven by an outside motive force (not shown) such as a gear train.
  • the back-torque transmitted by the slipper clutch is determined by the amount of pressure on the plate stack spring (not visible). This slipper clutch is dynamically adjustable, to permit the amount of this pressure to be altered on the fly.
  • a thrust bearing 112 is pressed against the stack spring by a thrust rod 114. There is no secondary shaft, and the output sprocket 116 is directly coupled to the slipper clutch shaft.
  • the amount of pressure applied to the thrust bearing by the thrust rod is determined by a cam 118 which is rotated by a stepper motor 120.
  • the cam has multiple different cam profile faces, each a different distance from the axis of the stepper motor and each thus applying a different amount of pressure through the thrust rod and thrust bearing onto the stack spring.
  • the cam has six cam profile faces, one for each of the gearbox's six gears which the rider may select.
  • the stepper motor may be operated in response to which gear is selected at the gearbox. Or, in other embodiments, the stepper motor may be operated according to different criteria, such as a slipper clutch temperature sensor; as the slipper clutch overheats, the stepper motor may select a cam profile position which changes the amount of back-torque. In another embodiment, the stepper motor may be controlled by the rider, to increase the stack pressure as the friction plates wear over the course of a long race.
  • FIG. 7 illustrates another embodiment of a slipper clutch system 130 which is dynamically adjustable. Rather than a stepper motor, this embodiment uses a hydraulic piston 132 driven by a hydraulic cylinder 134 in response to pressure from a hydraulic line 136.
  • the hydraulic pressure may be applied automatically under machine control, as with the stepper motor, or it may be operated by a simple mechanism such as a thumb brake.
  • FIG. 8 illustrates another embodiment of a slipper clutch assembly 140 according to this invention.
  • the slipper clutch is adapted with a motor 142 actuating a worm gear set 144, 146.
  • the worm gear 146 turns a threaded shaft 148 which is engaged with a threaded push rod 150.
  • the pusher is kept from rotating with the shaft by, for example, a keyway 152 engaged with the frame or other structure (not shown) of the vehicle.
  • the dynamically adjustable slipper clutch 80 may be adjusted by the rider, or by an automated system (not shown) in the vehicle such as the vehicle's computerized engine controller, or other suitable mechanism.
  • the adjuster may be used only infrequently, such as for periodically compensating for friction plates wearing progressively thinner, slipper clutch temperature, or the like. Or, the adjuster may be used quite frequently, to make on-the-fly alterations in the performance of the slipper clutch.
  • These dynamic adjustments may be made in response to any variety of factors, such as, for example, which gear the motorcycle is in, how fast the motorcycle is traveling, throttle position, racetrack position, slipper clutch temperature, braking force applied by a rider to a brake of the motorcycle, engine rpm, changing fuel load, tire temperature, and so forth.
  • the dynamic back-torque adjuster will be repetitively increasing and decreasing the tension on the friction stack, lap after lap.
  • the slipper clutch may be equipped with a variety of suitable sensors (not shown) for aiding in this methodology, such as a slipper clutch temperature sensor, a connection to the engine or ignition controller for detecting rpm or racetrack position or gear selection, an accelerometer for detecting braking force, and so forth, as well as a manual adjuster switch placed within easy reach of the rider.
  • sensors not shown

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

L'invention concerne: un embrayage à segments limiteur de contre-couple (22); un moteur (10) comprenant un tel embrayage à segments séparé de son embrayage de boîte de vitesses conventionnel (20); un véhicule à moteur comprenant un tel moteur ayant un embrayage à segments (22) et un embrayage de boîte de vitesses (20) séparés; une motocyclette ayant un embrayage à segments et un embrayage de boîte de vitesses séparés. La tension de l'empilage de frottement (56) de l'embrayage à segments peut être modifiée de façon statique ou dynamique. L'embrayage à segments peut comprendre un arbre de sortie secondaire (48) qui déplace la sortie finale en un point non coaxial avec l'embrayage à segments, de manière à déplacer la sortie finale à une hauteur verticale différente de celle du pivot de bras oscillant de la motocyclette.
PCT/US2005/002963 2005-02-02 2005-02-02 Véhicule avec embrayage de boîte de vitesses et embrayage à segments limiteur de contre-couple séparés WO2006083243A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2005/002963 WO2006083243A1 (fr) 2005-02-02 2005-02-02 Véhicule avec embrayage de boîte de vitesses et embrayage à segments limiteur de contre-couple séparés

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2005/002963 WO2006083243A1 (fr) 2005-02-02 2005-02-02 Véhicule avec embrayage de boîte de vitesses et embrayage à segments limiteur de contre-couple séparés

Publications (1)

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WO2006083243A1 true WO2006083243A1 (fr) 2006-08-10

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007053517A1 (de) * 2007-11-09 2009-05-14 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug, insbesondere Motorrad mit einer Drehmoment begrenzenden Einrichtung
DE102010012627A1 (de) * 2010-03-24 2011-09-29 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug, insbesondere Motorrad, mit einer drehmomentbegrenzenden Einrichtung
US10882389B2 (en) 2016-05-06 2021-01-05 Allison Transmission, Inc. Axle assembly with electric motor
USD927578S1 (en) 2018-09-27 2021-08-10 Allison Transmission, Inc. Axle assembly

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4425989A (en) * 1980-04-02 1984-01-17 Honda, Giken, Kogyo, Kabushiki, Kaisha Power transmission system for vehicles
US4848507A (en) * 1987-01-28 1989-07-18 Honda Giken Kogyo K.K. Torque-dependent power transmission system
US5501310A (en) * 1993-08-20 1996-03-26 Kabushiki Kaisha Daikin Seisakusho Motorcycle clutch device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4425989A (en) * 1980-04-02 1984-01-17 Honda, Giken, Kogyo, Kabushiki, Kaisha Power transmission system for vehicles
US4848507A (en) * 1987-01-28 1989-07-18 Honda Giken Kogyo K.K. Torque-dependent power transmission system
US5501310A (en) * 1993-08-20 1996-03-26 Kabushiki Kaisha Daikin Seisakusho Motorcycle clutch device

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007053517A1 (de) * 2007-11-09 2009-05-14 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug, insbesondere Motorrad mit einer Drehmoment begrenzenden Einrichtung
DE102010012627A1 (de) * 2010-03-24 2011-09-29 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug, insbesondere Motorrad, mit einer drehmomentbegrenzenden Einrichtung
DE102010012627B4 (de) * 2010-03-24 2011-12-01 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug, insbesondere Motorrad, mit einer drehmomentbegrenzenden Einrichtung
US10882389B2 (en) 2016-05-06 2021-01-05 Allison Transmission, Inc. Axle assembly with electric motor
USD927578S1 (en) 2018-09-27 2021-08-10 Allison Transmission, Inc. Axle assembly

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