CN114364897A - Clutch device - Google Patents
Clutch device Download PDFInfo
- Publication number
- CN114364897A CN114364897A CN202080064105.7A CN202080064105A CN114364897A CN 114364897 A CN114364897 A CN 114364897A CN 202080064105 A CN202080064105 A CN 202080064105A CN 114364897 A CN114364897 A CN 114364897A
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- China
- Prior art keywords
- friction plate
- damper
- clutch
- damper friction
- plate
- Prior art date
- Legal status (The legal status 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 status listed.)
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- 238000003825 pressing Methods 0.000 description 20
- 230000002093 peripheral effect Effects 0.000 description 16
- 238000003780 insertion Methods 0.000 description 7
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- 230000009471 action Effects 0.000 description 2
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- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 2
- 239000010960 cold rolled steel Substances 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
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- 230000035939 shock Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
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Images
Classifications
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- 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
- F16D13/00—Friction clutches
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
- F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
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- 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
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/60—Clutching elements
- F16D13/64—Clutch-plates; Clutch-lamellae
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- 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
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- 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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
- F16F1/32—Belleville-type springs
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)
- Springs (AREA)
Abstract
The invention provides a clutch device capable of reducing the operation load of the assembly operation of a damping spring to an input rotating body. The clutch device (100) is provided with a damper mechanism (105) between a clutch housing (101) and an input rotating body (102). The damper mechanism (105) is provided with a first damper friction plate (106) and a second damper friction plate (107) between the clutch outer (101) and the input rotary member (102), and is also provided with an annular spring (110). The first damper friction plate (106) is formed in a flat ring shape, and the outer edge portion thereof is held by a first damper friction plate holding portion (101f) formed in the clutch outer (101). The second damper friction plate (107) is formed in a flat ring shape and an inner edge portion is held by a second damper friction plate holding portion (102c) formed in the input rotary member (102). The ring spring (110) is disposed between the input rotary body (102) and the input-side plate (108), and presses the second damper friction plate (107) against the first damper friction plate (106).
Description
Technical Field
The present invention relates to a clutch device for transmitting and interrupting transmission of a rotational driving force of a driving shaft rotationally driven by a motor to a driven shaft for driving a driven body.
Background
Conventionally, in a vehicle such as a two-wheeled vehicle or a four-wheeled vehicle, a clutch device has been used in order to be disposed between a prime mover such as an engine and a driven body such as a wheel, and to transmit or interrupt transmission of a rotational driving force of the prime mover to the driven body. In general, the clutch device is capable of arbitrarily transmitting or blocking transmission of the rotational driving force by disposing a plurality of first friction plates that rotate by the rotational driving force of the motor and a plurality of second friction plates that are coupled to the driven body so as to face each other and by bringing the first friction plates into close contact with and away from the second friction plates.
For example, patent document 1 below discloses a clutch device including a damper mechanism for elastically transmitting a rotational driving force of a motor to a clutch outer between a driven gear as an input rotating body to which the rotational driving force of the motor is input and the clutch outer holding a plurality of first friction plates. Here, the damper mechanism is mainly provided with a damper spring, a slide plate, a holding plate, a rivet, and a diaphragm spring.
Patent document 1: japanese laid-open patent publication No. 2010-151232
However, in the clutch device described in patent document 1, a large force is required for the operation of incorporating the plurality of damper springs in a compressed state into the driven gear as the input rotating body, and the operation load is heavy.
Disclosure of Invention
The present invention has been made to solve the above-described problems, and an object thereof is to provide a clutch device capable of reducing the work load of the assembly work of a damper spring to an input rotating body.
In order to achieve the above object, the present invention provides a clutch device for transmitting or interrupting transmission of a rotational driving force of a driving shaft to a driven shaft, comprising: an input rotating body which is driven to rotate together with the driving shaft by the rotation of the driving shaft; a clutch cover formed in a bottomed cylindrical shape, disposed opposite to the second friction plate rotationally driven together with the driven shaft, and holding the first friction plate rotationally driven by the rotational drive of the input rotating body; and a damper mechanism that allows relative rotation between the input rotating body and the clutch outer and transmits a rotational driving force of the input rotating body to the clutch outer, the damper mechanism including: a first damper friction plate formed in a flat plate shape and rotationally driven integrally with the clutch outer; a second damper friction plate formed in a flat plate shape and rotationally driven integrally with the input rotary body at a position opposed to the first damper friction plate; and a damper friction plate presser that presses at least one of the first damper friction plate and the second damper friction plate toward the other to bring the first damper friction plate and the second damper friction plate into frictional contact with each other.
According to the feature of the present invention thus constituted, in the clutch device, the damper mechanism transmits the rotational driving force of the input rotary member to the clutch outer by the frictional contact between the first damper friction plate and the second damper friction plate, and therefore, a damper spring having a small longitudinal elastic modulus (young's modulus) can be used, and the work load of the assembly work of the damper spring to the input rotary member can be reduced. In this case, the clutch device of the present invention may be configured without a damper spring.
In the clutch device according to the present invention, at least one of the first damper friction plate and the second damper friction plate is provided with a plurality of friction plates and is disposed with the other friction plate interposed therebetween.
According to the feature of the present invention thus constituted, in the clutch device, since at least one of the first damper friction plate and the second damper friction plate is provided in plurality and arranged with the other friction plate interposed therebetween, the frictional contact area can be increased to improve the transmission efficiency of the rotational driving force between the input rotating member and the clutch outer.
In the clutch device according to the present invention, the clutch outer integrally includes a first damper friction plate holding portion for holding the first damper friction plate by spline fitting, and the input rotating body integrally includes a second damper friction plate holding portion for holding the second damper friction plate by spline fitting.
According to another feature of the present invention thus constituted, in the clutch device, the clutch outer integrally has the first damper friction plate holding portion that holds the first damper friction plate by spline fitting, and the input rotating body integrally has the second damper friction plate holding portion that holds the second damper friction plate by spline fitting, so that it is possible to suppress an increase in the number of components of the clutch device and to suppress complication and weight of the structure.
In the clutch device according to the present invention, the damper friction plate presser is formed of a ring spring formed in a flat ring shape and disposed on a line orthogonal to a frictional slip surface between the first damper friction plate and the second damper friction plate.
According to another feature of the present invention thus constituted, in the clutch device, the damper friction plate presser is constituted by the annular spring formed in a flat plate ring shape and disposed on a line orthogonal to a frictional slip surface between the first damper friction plate and the second damper friction plate, and therefore, by having the frictional slip surface on a line of action of the pressing force of the damper friction plate presser, the surface pressure between the first damper friction plate and the second damper friction plate is made uniform, and frictional contact can be performed while suppressing occurrence of vibration or uneven wear.
In the clutch device according to the present invention, the input rotating body has a cylindrical boss portion into which the driven shaft is fitted in a rotatable state, the first damper friction plate and the second damper friction plate are disposed adjacent to each other on the outer side of the boss portion, and the boss portion has a lubricating oil flow path for guiding lubricating oil supplied from the driven shaft to the first damper friction plate and the second damper friction plate, respectively.
According to another feature of the present invention configured as described above, in the clutch device, the input rotating body has a cylindrical boss portion into which the driven shaft is fitted in a rotatable state, and the boss portion has a lubricating oil flow path for guiding the lubricating oil supplied from the driven shaft to the first damper friction plate and the second damper friction plate which are disposed adjacent to each other, respectively, so that it is possible to improve the performance of discharging heat, dust, and the like between the first damper friction plate and the second damper friction plate and the performance of lubrication.
In the clutch device according to the present invention, the damper mechanism further includes a coupling pin that integrally couples the input rotating body and the clutch outer, and the first damper friction plate and the second damper friction plate are provided radially inward of the coupling pin.
According to another feature of the present invention configured as described above, in the clutch device, the damper mechanism includes a connecting pin that integrally connects the input rotating body and the clutch outer, and the first damper friction plate and the second damper friction plate are provided radially inward of the connecting pin, so that it is possible to suppress an increase in size of the clutch device.
Drawings
Fig. 1 is a cross-sectional view schematically showing the overall configuration of a clutch device according to an embodiment of the present invention in a clutch engaged state.
Fig. 2 is a partially enlarged cross-sectional view showing a structure within a dotted circle 2 shown in fig. 1 in an enlarged manner.
Fig. 3 is a plan view schematically showing an external appearance structure of a first damper friction plate constituting the clutch device shown in fig. 1.
Fig. 4 is a plan view schematically showing an external appearance structure of a second damper friction plate constituting the clutch device shown in fig. 1.
Detailed Description
Hereinafter, one embodiment of the clutch device according to the present invention will be described with reference to the drawings. Fig. 1 is a cross-sectional view schematically showing the overall structure of a clutch device 100 according to the present invention. Fig. 2 is a partially enlarged cross-sectional view showing a structure within a dashed circle 2 shown in fig. 1. The clutch device 100 is a mechanical device for transmitting and blocking the driving force of an engine (not shown) as a prime mover to wheels (not shown) as a driven body in a two-wheeled motor vehicle (motorcycle), and is disposed between the engine and a transmission (not shown).
(Structure of Clutch device 100)
The clutch device 100 includes a clutch housing 101. The clutch outer 101 is a member for holding the first friction plate 112 and transmitting the driving force from the engine to the first friction plate 112, and is formed by molding an aluminum alloy material into a bottomed cylindrical shape. More specifically, a friction plate holding portion 101a formed by an internal gear spline is formed in a cylindrical portion of the clutch outer 101, and a plurality of (10 in the present embodiment) first friction plates 112 are held by the friction plate holding portion 101a, and the plurality of first friction plates 112 are spline-fitted to the clutch outer 101 so as to be displaceable in the axial direction of the clutch outer 101 and to be rotatable integrally therewith.
The clutch outer 101 is formed with a coupling hole 101c, a pin support column 101d, a spring housing 101e, and a first damper disk holding portion 101f on a side surface 101b on the left side in the drawing, which corresponds to the bottom portion of the bottomed cylindrical shape, and is coupled to the input rotary member 102 via a damper mechanism 105. The coupling hole 101c is a portion into which a boss 102b of the input rotating body 102 described later is fitted, and is formed of a circular through-hole formed in the center of the side surface 101 b.
The pin support column 101d is a portion through which the input rotating body 102 penetrates and supports a coupling pin 109 described later, and is formed in a cylindrical shape standing vertically from the side surface 101 b. The pin support columns 101d are formed corresponding to the number of the coupling pins 109. In the present embodiment, the pin support columns 101d are formed at 3 positions at equal intervals in the circumferential direction of the side surface 101 b. In this case, the 3 pin support columns 101d are formed on a circle concentric with the coupling hole 101c at positions adjacent to the outer edge of the side surface 101 b.
The spring housing 101e is a portion that houses a damper spring 111 described later, and is formed to extend while being recessed in a concave shape in the circumferential direction of the side surface 101 b. In this case, the both end portions of the spring housing 101e are elastically brought into contact with the both end portions of the damper spring 111. In the present embodiment, two spring receiving portions 101e are formed between the 3 pin support columns 101d in the circumferential direction of the side surface 101b, respectively, but it is needless to say that less than two or 3 or more spring receiving portions 101e may be provided.
The first damper friction plate holding portion 101f is a portion that holds a first damper friction plate 106, which will be described later, and is formed in a bottomed cylindrical shape standing vertically from the side surface 101 b. In this case, the first damper friction plate holding portion 101f is formed inside the 3 pin support columns 101 d. The first damper friction plate holding portion 101f has an internal gear-shaped spline formed on an inner peripheral portion thereof, and one first damper friction plate 106 is held by spline fitting on the spline, and the one first damper friction plate 106 is spline fitted so as to be displaceable in the axial direction of the clutch outer 101 and rotatable integrally with the clutch outer 101.
The input rotary body 102 is a metallic gear member that is engaged with a drive gear coupled to a drive shaft (not shown) such as a crankshaft rotationally driven by the drive of a prime mover such as an engine and rotationally driven, and is rotatably supported by a shaft 120, which will be described later, via a sleeve 103 and a needle bearing 104. That is, the clutch housing 101 is rotationally driven integrally with the input rotary member 102 at a position coaxial with the shaft 120 independently of the shaft 120. The input rotating body 102 mainly includes a tooth portion 102a, a boss portion 102b, a second damper friction plate holding portion 102c, and an extension portion 102 e.
The tooth portion 102a is a portion that is engaged with the drive gear and receives a rotational driving force, and is formed in a shape in which irregularities are repeatedly formed in a circumferential direction. The boss 102b is a portion that supports the input rotary member 102 on the shaft 120 and supports the clutch outer 101, and is formed in a cylindrical shape extending in a direction orthogonal to the circumferential direction of the tooth 102 a. The hub 102b is fitted to the sleeve 103 via a needle bearing 104 on the inner circumferential side. Further, a second damper friction plate holding portion 102c is formed on the outer peripheral portion of the boss portion 102b, and the clutch outer 101 is fitted to the outer peripheral portion of the boss portion 102b in a slidable manner.
The second damper friction plate holding portion 102c is a portion that holds a second damper friction plate 107, which will be described later, and is formed of an external gear-like spline formed on the outer peripheral surface of the boss portion 102 b. Two second damper friction plates 107 are retained in the second damper friction plate retaining portion 102c in a spline-fitted manner, and the two second damper friction plates 107 are capable of being displaced in the axial direction of the clutch outer 101 with the one first damper friction plate 106 interposed therebetween and are capable of being spline-fitted in a state of rotating integrally with the clutch outer 101.
Further, a lubricant oil flow path 102d is formed in the second damper friction plate holding portion 102 c. As shown by broken line arrows in fig. 1, the lubricating oil flow path 102d is a portion for guiding lubricating oil (not shown) supplied from the shaft 120 to the first and second damper friction plates 106, 107 via portions housing the needle bearings 104, and is formed of a hole that penetrates the hub portion 102b in the radial direction. In the present embodiment, one lubricating oil flow path 102d is formed, but two or more lubricating oil flow paths 102d may be formed. In addition, the lubricating oil flow path 102d may be omitted in the case where oil supply to the first and second damper friction plates 106 and 107 is not necessary.
The projecting portion 102e is a portion that supports the tooth portion 102a at the radially outer side of the boss portion 102b and is coupled to the clutch outer 101, and is formed in a flat annular shape at the radially outer side of the boss portion 102 b. The extension portion 102e is formed with a coupling pin insertion portion 102f and a spring housing portion 102g, respectively.
The coupling pin insertion portion 102f is a portion through which a coupling pin 109 described later is inserted, and is formed in an elongated hole shape that allows the coupling pin 109 to swing in the circumferential direction. In the present embodiment, 3 of the coupling pin penetrating portions 102f are formed at regular intervals in the circumferential direction of the input rotary member 102, but it is needless to say that less than 3 or 4 or more of the coupling pin penetrating portions 102f may be provided.
The spring housing 102g is a portion that houses a damper spring 111 described later, and is formed in an elongated hole shape extending in the circumferential direction of the input rotor 102. In this case, both end portions of the spring housing portion 102g are brought into elastic contact with both end portions of the damper spring 111. In the present embodiment, two of the spring receiving portions 102g are formed between 3 of the connecting pin penetrating portions 102f in the circumferential direction of the input rotary member 102, but it is needless to say that less than two or 3 or more of the spring receiving portions 102g may be provided.
The sleeve 103 is a member for supporting the input rotary body 102 on the shaft 120 via the needle bearing 104, and is formed by forming a metal material into a cylindrical shape. The sleeve 103 is provided with a flow path 103a formed of a through hole for guiding the lubricating oil supplied from the shaft 120 to the needle bearing 104. The needle bearing 104 is a member for rotatably supporting the input rotary member 102 on the outer peripheral surface of the sleeve 103, and is formed cylindrically by including a plurality of elongated cylindrical bodies that roll on the outer peripheral surface of the sleeve 103 in the circumferential direction.
The damper mechanism 105 is a group of members for elastically transmitting the rotational driving force of the input rotary member 102 to the clutch outer 101, and is mainly provided with a first damper friction plate 106, a second damper friction plate 107, an input side plate 108, a connecting pin 109, an annular spring 110, and a damper spring 111.
As shown in fig. 3, the first damper friction plate 106 is a member for transmitting the rotational driving force of the input rotary member 102 to the clutch outer 101 by making frictional contact with the second damper friction plate 107, and is formed by forming a metal material such as SPCC (cold-rolled steel plate) material into a flat annular shape. In this case, the outer teeth 106a that mesh with the above-described spline of the inner tooth type formed at the first damper friction plate holding portion 101f of the clutch outer 101 are formed at the outer peripheral portion of the first damper friction plate 106. That is, the first damper friction plate holding portion 101f constitutes a part of the damper mechanism 105. The first damper friction plate 106 can have improved wear resistance by forming oil grooves having a depth of several μm to several tens of μm for retaining lubricating oil on the surface thereof or by performing a surface hardening treatment.
As shown in fig. 4, the second damper friction plate 107 is a member for transmitting the rotational driving force of the input rotary member 102 to the clutch outer 101 by making frictional contact with the first damper friction plate 106, and is formed by forming a metal material such as an aluminum material into a flat annular shape. In this case, internal teeth 107a that mesh with the aforementioned external-tooth-shaped spline formed at the second damper friction plate holding portion 102c of the input rotary member 102 are formed on the inner peripheral portion of the second damper friction plate 107. That is, the second damper friction plate holding portion 102c constitutes a part of the damper mechanism 105.
Further, friction members 107b made of a plurality of (24 in the present embodiment) paper pieces are bonded to both side surfaces (front and back surfaces) of the second damper friction plate 107. The second damper friction plates 107 are disposed on both sides of the first damper friction plate 106 and frictionally contact with the first damper friction plate 106 therebetween. It is needless to say that the friction member 107b may be provided on the first damper friction plate 106 instead of the second damper friction plate 107. The second damper friction plate 107 may be configured without the friction member 107 b. In fig. 1, the friction member 107b is not shown.
The input side plate 108 is a member for restricting displacement of the input rotary member 102 to the side opposite to the clutch outer 101 (left side in the figure), and is formed by forming a metal material into a flat annular shape. In this case, the input side plate 108 is formed with an inner diameter capable of pressing an outer peripheral portion of the plate surface of the annular spring 110. That is, an annular pressing portion 108a that presses the annular spring 110 is formed on the innermost peripheral portion of the plate surface of the input side plate 108.
Further, a coupling pin insertion portion 108b and a spring housing portion 108c are formed on the plate surface of the input side plate 108. The connecting pin insertion portion 108b is a portion through which the connecting pin 109 is inserted, and is formed of a circular insertion hole having substantially the same outer diameter as the connecting pin 109. In the present embodiment, 3 of the coupling pin penetration portions 108b are formed at regular intervals in the circumferential direction of the input side plate 108, but it is needless to say that less than 3 or 4 or more of the coupling pin penetration portions 108b may be provided.
The spring housing 108c is a portion that houses the damper spring 111 housed in the spring housing 102g, and is formed in an elongated hole shape with a cover that covers a part of the damper spring 111 and extends in the circumferential direction of the input-side plate 108. In this case, both end portions of the spring housing 108c are brought into elastic contact with both end portions of the damper spring 111. In the present embodiment, two of the spring receiving portions 108c are formed between each of the 3 coupling pin insertion portions 108b in the circumferential direction of the input side plate 108, but it is needless to say that less than two or 3 or more of the spring receiving portions 108c may be provided.
The coupling pin 109 is a member for integrally coupling the input rotary member 102 and the clutch outer 101 via the first damper friction plate 106, the second damper friction plate 107, the input side plate 108, and the annular spring 110, and is formed by forming a metal material into a rod shape. In the present embodiment, the coupling pin 109 is formed of 3 rivets penetrating the input side plate 108 and the clutch outer 101. In this case, 3 coupling pins 109 are attached in a state where the pin support column 101d and the coupling pin insertion portion 108b of the input-side plate 108 are inserted.
The annular spring 110 is a member that is disposed between the input side plate 108 and the clutch outer 101 and presses the first damper friction plates 106 and the second damper friction plates 107 against each other, and is made of spring steel formed in a flat plate ring shape. The annular spring 110 is disposed between the extension portion 102e of the input rotary body 102 and the annular pressing portion 108a of the input side plate 108 in a compressed and deformed state. The ring spring 110 corresponds to a shock-absorbing friction plate presser of the present invention.
The damper spring 111 is a member that transmits the variation in the rotational driving force (torque) of the input rotating body 102 to the clutch housing 101 while attenuating the variation, and is formed of a coil spring made of steel. The damper springs 111 are disposed in spring housing portions 102g, 101e, and 108c, which are formed in 6 pieces at the same positions in the circumferential direction of the input rotary member 102, the clutch outer 101, and the input side plate 108, respectively, in a state of being elastically compressed.
The first friction plate 112 is a flat annular member pressed by the second friction plate 113, and is formed by molding a thin plate material made of an aluminum material into an annular shape. In this case, outer teeth that mesh with the inner spline of the clutch outer 101 are formed on the outer peripheral portion of each first friction plate 112. Friction materials (not shown) made of a plurality of paper pieces are bonded to both side surfaces (front and back surfaces) of the first friction plate 112, and oil grooves (not shown) are formed between the friction materials. In addition, the first friction plate 112 is formed in the same size and shape as each other in a center clutch 114 and a pressure clutch 115 each provided inside the clutch outer 101.
Inside the clutch outer 101, a plurality of (9 in the present embodiment) second friction plates 113 are held by a center clutch 114 and a pressure clutch 115, respectively, while being sandwiched by the first friction plates 112. The second friction plate 113 is a flat annular member pressed by the first friction plate 112, and is formed by punching a thin plate material made of SPCC (cold-rolled steel plate) material into an annular shape. Oil grooves (not shown) having a depth of several μm to several tens of μm for retaining the clutch oil are formed on both side surfaces (front and back surfaces) of each of the second friction plates 113, and surface hard-curing treatment is performed for the purpose of improving wear resistance.
Further, an internal gear spline that is spline-fitted to a plate holding portion 114e formed in the center clutch 114 and a plate holding portion 115e formed in the pressure clutch 115 is formed on the inner peripheral portion of each second friction plate 113. The above-described second friction plate 113 is formed in each of the center clutch 114 and the pressure clutch 115 in the same size and shape as each other. It is to be noted that, of course, the friction material provided in the first friction plate 112 may be provided in the second friction plate 113 instead of the first friction plate 112.
The center clutch 114 is a member that houses the second friction plate 113 together with the first friction plate 112 and transmits the driving force of the engine to the transmission side, and is formed by molding an aluminum alloy material into a substantially cylindrical shape. More specifically, the center clutch 114 is configured to have a shaft coupling portion 114a, an annular intermediate portion 114b, and a plate holding portion 114e, which are mainly integrally formed.
The shaft coupling portion 114a is a portion to which the pressure clutch 115 is fitted and coupled to the shaft 120, and is formed in a cylindrical shape extending in the axial direction in the center portion of the center clutch 114. An internal gear-shaped spline is formed on the inner peripheral surface of the shaft coupling portion 114a in the axial direction of the center clutch 114, and the spline is spline-fitted to the shaft 120. That is, the center clutch 114 rotates integrally with the shaft 120 at a position coaxial with the clutch housing 101 and the shaft 120.
The annular intermediate portion 114b is a flange-like portion formed between the shaft coupling portion 114a and the sheet holding portion 114 e. The annular intermediate portion 114b is formed with 3 cylindrical pillars 114d in the circumferential direction.
Further, the annular intermediate portion 114b is formed with a stepped cam body 114c having a cam surface formed with an inclined surface, which constitutes an assist torque that is a force for increasing the pressure contact force between the first friction plate 112 and the second friction plate 113 or a slip torque that is a force for moving the first friction plate 112 and the second friction plate 113 away from each other at an early stage to a half-clutch state. The annular intermediate portion 114b may be configured without the a & S (registered trademark) mechanism.
The 3 cylindrical struts 114d are cylindrical portions extending in a columnar shape in the axial direction of the center clutch 114 to support the pressure clutch 115, and have female screws formed on the inner peripheral portion thereof. The 3 cylindrical struts 114d are formed equally in the circumferential direction of the center clutch 114.
The disk holding portion 114e is a portion that holds a part of the plurality of second friction disks 113 together with the first friction disk 112, and is formed in a cylindrical shape extending in the axial direction on the outer edge portion of the center clutch 114. The outer peripheral portion of the plate holding portion 114e is formed by an external gear spline, and the plate holding portion 114e holds the second friction plates 113 and the first friction plates 112 in a state in which they are alternately arranged so as to be displaceable in the axial direction of the center clutch 114 and so as to be rotatable integrally with the center clutch 114.
A sheet receiving portion 114f is formed at a tip end portion of the sheet holding portion 114e on the left side in the figure. The disk receiving portion 114f is a portion that receives and stops the second friction plate 113 and the first friction plate 112 pressed by the pressure clutch 115, and sandwiches the second friction plate 113 and the first friction plate 112 together with the pressure clutch 115, and is formed by a tip end portion of a disk holding portion 114e formed in a cylindrical shape protruding radially outward in a flange shape.
The pressure clutch 115 is a member for pressing the first friction plate 112 to bring the first friction plate 112 and the second friction plate 113 into close contact with each other, and is formed by molding an aluminum alloy material into a substantially disk shape having an outer diameter substantially equal to the outer diameter of the second friction plate 113. More specifically, the pressure clutch 115 is configured such that the boss portion 115a, the annular intermediate portion 115b, and the plate holding portion 115e are mainly integrally formed.
The boss portion 115a is a portion that receives a pressing force from a push rod 124 provided in the shaft 120, and is formed in a cylindrical shape. The hub 115a is provided with a release bearing 123. The annular intermediate portion 115b is a flange-like portion formed between the boss portion 115a and the plate holding portion 115 e. In the annular intermediate portion 115b, 3 cylindrical housing portions 115c are formed in the circumferential direction, and a cam body 115d constituting the a & S (registered trademark) mechanism is formed between the 3 cylindrical housing portions 115 c.
The 3 cylindrical housing portions 115c are portions that house the 3 cylindrical stays 114d and the clutch spring 117, respectively, and are formed in a long hole shape extending in the circumferential direction. More specifically, the cylindrical support 114d is disposed in the cylindrical housing 115c in a state of being penetrated by the cylindrical support 114d of the center clutch 114, and the clutch spring 117 is disposed outside the cylindrical support 114 d. The cam body 115d is a stepped portion that slides on the cam body 114c to generate assist torque or slip torque.
The plate holding portion 115e is a portion that holds the remaining portions of the plurality of second friction plates 113 together with the first friction plates 112, and is formed in a cylindrical shape extending in the axial direction at the outer edge portion of the pressure clutch 115. The outer peripheral portion of the plate holding portion 115e is formed by an external gear-shaped spline, and the plate holding portion 115e holds the second friction plates 113 and the first friction plates 112 in a state in which they are alternately arranged so as to be displaceable in the axial direction of the pressure clutch 115 and so as to be rotatable integrally with the pressure clutch 115. A plate pressing portion 115f is formed at the distal end portion of the plate holding portion 115 e.
The plate pressing portion 115f is a portion for pressing the second friction plate 113 and the first friction plate 112 held by the plate holding portion 115e toward the plate receiving portion 114f to bring the second friction plate 113 and the first friction plate 112 into close contact with each other with high pressure, and is formed by projecting a root portion of the plate holding portion 115e formed in a cylindrical shape radially outward in a flange shape.
The pressure clutch 115 is mounted to the center clutch 114 by 3 mounting bolts 116. Specifically, the pressure clutch 115 is fixed by fastening the mounting bolt 116 to the cylindrical support 114d via the stopper member 118 in a state in which the cylindrical support 114d of the center clutch 114 and the clutch spring 117 are disposed in the cylindrical housing portion 115c, respectively.
In this case, the clutch spring 117 is an elastic body that exerts an elastic force and is disposed in the cylindrical housing portion 115c to press the pressure clutch 115 toward the center clutch 114, and is formed of a coil spring formed by spirally winding spring steel. The stopper member 118 is a metal member for regulating the amount of displacement of the pressure clutch 115 in a direction away from the center clutch 114, and is formed in a substantially triangular shape in plan view. Thereby, the pressure clutch 115 is attached in a state of being displaceable in a direction toward and away from the center clutch 114.
The shaft 120 is a hollow shaft body, and the input rotary body 102 and the clutch outer 101 are rotatably supported at one (right side in the figure) end portion side by a sleeve 103 and a needle bearing 104, respectively, and the center clutch 114 in which the spline is fitted is fixed and supported by a nut 121. That is, the center clutch 114 rotates integrally with the shaft 120. On the other hand, the other (left side in the figure) end portion side of the shaft 120 is coupled to a transmission (not shown) in a motorcycle.
A lubricant supply passage 120a for supplying lubricant (not shown) to the lubricant flow passage 102d via the needle bearing 104 is formed outside the hollow portion of the shaft 120. Further, a pressing member 122 is provided on one (right side) end portion side of the hollow portion of the shaft 120, and a push rod 124 is provided adjacent to the pressing member 122 and extending in the axial direction of the shaft 120. The pressing member 122 is a rod-shaped member extending in the axial direction of the shaft 120, and has one (left side in the figure) end slidably fitted in the hollow portion of the shaft 120 and the other (right side in the figure) end coupled to a release bearing 123 provided in the pressure clutch 115.
The push rod 124 is coupled to a clutch actuator (not shown) constituting a clutch release mechanism at one (left side in the figure) end portion side of the shaft 120, and presses the pressing member 122 at the other (right side in the figure) end portion. Here, the clutch release mechanism is a mechanical device that presses the push rod 124 toward the release bearing 123 by an operation of a clutch operation lever (not shown) by a driver of the self-propelled vehicle on which the clutch device 100 is mounted.
A predetermined amount of lubricating oil (not shown) is filled in the clutch device 100. Lubricating oil is mainly supplied between the first friction plate 112 and the second friction plate 113 and between the first damper friction plate 106 and the second damper friction plate 107, respectively, to prevent absorption of frictional heat and wear of friction materials generated between the first friction plate 112 and the second friction plate 113 and between the first damper friction plate 106 and the second damper friction plate 107. That is, the clutch device 100 is a so-called wet multi-plate friction clutch device.
(operation of Clutch device 100)
Next, the operation of the clutch device 100 configured as described above will be described. The clutch device 100 is disposed between the engine and the transmission in the vehicle as described above, and transmits and blocks transmission of the driving force of the engine to the transmission by the operation of the clutch lever by the driver of the vehicle.
Specifically, in the clutch device 100, when the driver (not shown) of the vehicle does not operate the clutch lever (not shown), the pressure clutch 115 presses the first friction plate 112 by the elastic force of the clutch spring 117 because the clutch release mechanism (not shown) does not press the pressing member 122. Thereby, the center clutch 114 is rotated and driven in a clutch engaged state in which the first friction plate 112 and the second friction plate 113 are pressed against each other and frictionally coupled. That is, the rotational driving force of the motor is transmitted to the center clutch 114 to rotationally drive the shaft 120.
In this clutch engaged state, the rotational driving force from the motor transmitted to the input rotary member 102 is transmitted to the clutch outer 101 via the damper mechanism 105. Specifically, the clutch device 100 rotationally drives the second damper friction plate 107 by the rotational drive of the input rotary body 102. In this case, the two second damper friction plates 107 are pressed by the first damper friction plate 106 with a large force by the pressing force of the annular spring 110, and are brought into frictional contact with the first damper friction plate 106. Thereby, the first damper friction plate 106 and the second damper friction plate 107 are integrally rotationally driven together, whereby the clutch outer 101 is rotationally driven. As a result, the clutch device 100 rotationally drives the shaft 120 by rotationally driving the center clutch 114 via the first friction plate 112 and the second friction plate 113.
In this clutch engaged state, when the difference between the rotational driving force on the prime mover side and the rotational driving force on the drive wheel side becomes equal to or greater than the frictional force between the first damper friction plates 106 and the second damper friction plates 107, the first damper friction plates 106 and the second damper friction plates 107 rotate relative to each other while undergoing frictional slip. In this case, the first damper friction plate 106 and the second damper friction plate 107 frictionally slip against the elastic force of the damper spring 111. Thus, the clutch device 100 can transmit the rotational driving force of the prime mover side to the driving wheel side while absorbing the difference between the rotational driving force of the input rotary member 102 and the rotational driving force of the clutch housing 101.
In this clutch engaged state, lubricating oil is supplied from the lubricating oil supply passage 120a in the shaft 120 to the clutch device 100. In this case, the lubricating oil supplied to the lubricating oil supply passage 120a is supplied to the needle roller bearings 104 via the flow passages 103a, and then is supplied to the first and second damper friction plates 106 and 107, respectively, via the lubricating oil flow passages 102d (see the broken line arrows in fig. 1). Thus, the clutch device 100 can improve the discharge performance and the lubrication performance of exhaust heat, dust, and the like between the first damper friction plate 106 and the second damper friction plate 107.
On the other hand, in the clutch device 100, when the driver of the vehicle operates the clutch lever in the clutch engaged state, the pressure clutch 115 is displaced in a direction away from the center clutch 114 against the elastic force of the clutch spring 117 because the clutch release mechanism (not shown) presses the pressing member 122. Thus, the center clutch 114 is in a clutch disengaged state in which the frictional coupling between the first friction plate 112 and the second friction plate 113 is released, and therefore, the rotational drive is attenuated or the rotational drive is stopped. That is, the rotational driving force of the motor is cut off from the center clutch 114. In this clutch disengaged state, the clutch device 100 can smoothly transmit the rotational driving force from the motor transmitted to the input rotary member 102 to the clutch housing 101.
When the driver releases the clutch lever in the clutch disengaged state, the pressure of the pressure clutch 115 by the clutch release mechanism (not shown) via the pressing member 122 is released, and therefore the pressure clutch 115 is displaced in a direction approaching the center clutch 114 by the elastic force of the clutch spring 117. In addition, the clutch device 100 can smoothly transmit the rotational driving force from the motor transmitted to the input rotating body 102 to the clutch outer 101 even in the process of the transition from the clutch disengaged state to the clutch engaged state.
As can be understood from the above description of the operation, according to the above embodiment, in the clutch device 100, the damper mechanism 105 transmits the rotational driving force of the input rotary member 102 to the clutch outer 101 through the frictional contact between the first damper friction plates 106 and the second damper friction plates 107, so that the damper spring 111 having a small longitudinal elastic modulus (young's modulus) can be used, and the work load of the assembly work of the damper spring 111 to the input rotary member 102 can be reduced.
In the practice of the present invention, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the object of the present invention.
For example, in the above embodiment, the damper mechanism 105 is configured to include one first damper friction plate 106 and two second damper friction plates 107, respectively. However, the damper mechanism 105 may be configured to include at least one first damper friction plate 106 and one second damper friction plate 107, respectively. Therefore, the damper mechanism 105 can be configured to include a plurality of first damper friction plates 106 and a plurality of second damper friction plates 107, respectively, for example. Thus, the clutch device 100 can improve the frictional contact force between the input rotating body 102 and the clutch outer 101 to improve the transmission efficiency of the driving force.
In the above embodiment, the first damper friction plate 106 and the second damper friction plate 107 are each formed in a flat annular shape. However, the first damper friction plate 106 may be configured to be rotationally driven integrally with the clutch outer 101 in a state of being frictionally slipped with the second damper friction plate 107. The second damper friction plate 107 may be configured to be rotationally driven integrally with the input rotary member 102 in a state of frictional slip with the first damper friction plate 106. Therefore, the first damper friction plate 106 and the second damper friction plate 107 may be formed in a flat ring shape other than a circular shape, in addition to the flat ring shape. In addition, the first damper friction plate 106 and the second damper friction plate 107 may be formed in a flat plate shape, in addition to the flat plate ring shape. For example, the first damper friction plate 106 and the second damper friction plate 107 may be formed in a C-shape in a plan view. The first damper friction plate 106 and the second damper friction plate 107 may be configured such that a plurality of flat plate pieces are provided in the circumferential direction on the side walls of the clutch outer 101 and the input rotary member 102, respectively.
In the above embodiment, the first damper friction plate holding portion 101f is formed integrally with the clutch outer 101 as a part of the clutch outer 101. However, the first damper friction plate holding portion 101f may be formed as a separate member from the clutch outer 101 and attached directly or indirectly to the clutch outer 101.
In the above embodiment, the second damper friction plate holding portion 102c is formed integrally with the input rotary member 102 as a part of the input rotary member 102. However, the second damper friction plate holding portion 102c may be formed as a separate member from the input rotary member 102 and attached directly or indirectly to the input rotary member 102.
In the above embodiment, the annular spring 110 is disposed on a line perpendicular to the friction slip surface between the first damper friction plate 106 and the second damper friction plate 107. Thus, the clutch device 100 can make the surface pressure between the first damper friction plate 106 and the second damper friction plate 107 uniform by having the frictional sliding surface on the line of action of the pressing force of the ring spring 110, and can make frictional contact while suppressing the occurrence of vibration or uneven wear. However, the annular spring 110 may be disposed at a position other than on a line orthogonal to the frictional sliding surface between the first damper friction plate 106 and the second damper friction plate 107, that is, at a position shifted in the radial direction. This can improve the degree of freedom in designing the damper mechanism 105 in the clutch device 100.
In the above embodiment, the input rotating body 102 is configured to include the lubricating oil flow path 102d for guiding the lubricating oil supplied from the shaft 120 to the first damper friction plate 106 and the second damper friction plate 107, respectively. However, the input rotary member 102 may be configured without the lubricant flow path 102 d.
In the above embodiment, the first damper friction plate 106 and the second damper friction plate 107 are disposed radially inward of the coupling pins 109. This can suppress the clutch device 100 from being increased in size. However, the first damper friction plate 106 and the second damper friction plate 107 may be disposed radially outward of the connecting pin 109.
In the above embodiment, the ring spring 110 is provided between the input rotary body 102 and the input side plate 108. However, the annular spring 110 may be disposed at a position where the first damper friction plate 106 and the second damper friction plate 107 can be brought into frictional contact with each other. Therefore, the ring spring 110 may be disposed between the input rotary member 102 and the second damper friction plate 107 and/or between the clutch outer 101 and the first damper friction plate 106, for example.
In the above embodiment, the damper mechanism 105 is configured to include the damper spring 111. However, the damper mechanism 105 may be configured to omit the damper spring 111 by adjusting the specification of the clutch device 100 or the magnitude of the frictional resistance between the first damper friction plate 106 and the second damper friction plate 107. Thus, the clutch device 100 can simplify and reduce the weight of the device structure and reduce the load of the assembly work.
Description of reference numerals:
100 … clutch device; 101 … clutch cover; 101a … friction plate holding portion; 101b … side; 101c … linking holes; 101d … pin support post; 101e … spring housing; 101f … first damper friction plate holding portion; 102 … input rotator; 102a … teeth; 102b … hub; 102c … second damper friction plate retaining portion; 102d … lubricating oil flow path; 102e … extension; 102f … connecting pin penetrating part; 102g … spring-receiving portions; 103 … axle sleeve; 103a … flow path; 104 … needle bearings; 105 … shock absorbing mechanism; 106 … a first shock absorbing friction plate; 106a … external teeth; 107 … second damping friction plate; 107a … internal teeth; 107b … friction material; 108 … input side panel; 108a … annular pressing portion; 108b … connecting pin penetration parts; 108c … spring-receiving portions; 109 … connecting pin; 110 … ring spring; 111 … damping spring; 112 … first friction plate; 113 … a second friction plate; 114 … center clutch; 114a … shaft connecting part; 114b … annular intermediate portion; 114c … cam body; 114d … cylindrical support; 114e … sheet holding part; 114f … sheet support part; 115 … pressure clutch; 115a … hub; 115b … annular intermediate portion; 115c … tubular storage section; 115d … cam body; 115e … board holding part; 115f … board pressing portion; 116 … mounting bolts; 117 … clutch spring; 118 … a spacing member; a 120 … axis; 120a … lubricant oil supply path; 121 … nut; 122 … push members; 123 … release the bearing; 124 … push the rod.
Claims (6)
1. A clutch device which transmits or interrupts transmission of a rotational driving force of a driving shaft to a driven shaft, comprising:
an input rotating body that is rotationally driven together with the drive shaft by rotational driving of the drive shaft;
a clutch cover formed in a bottomed cylindrical shape, disposed to face a second friction plate rotationally driven together with the driven shaft, and holding a first friction plate rotationally driven by rotational driving of the input rotary member; and
a damper mechanism that allows relative rotation between the input rotating body and the clutch outer and transmits a rotational driving force of the input rotating body to the clutch outer,
the damper mechanism includes:
a first damper friction plate formed in a flat plate shape and rotationally driven integrally with the clutch outer;
a second damper friction plate formed in a flat plate shape and rotationally driven integrally with the input rotary member at a position opposed to the first damper friction plate; and
and a damper friction plate presser that presses at least one of the first damper friction plate and the second damper friction plate toward the other to bring the first damper friction plate and the second damper friction plate into frictional contact with each other.
2. The clutch device according to claim 1,
at least one of the first damper friction plate and the second damper friction plate is provided with a plurality of plates and arranged across the other plate.
3. The clutch device according to claim 1 or 2,
the clutch outer has a first damper friction plate holding portion integrally holding the first damper friction plate by spline fitting,
the input rotating body integrally has a second damper friction plate holding portion that holds the second damper friction plate by spline fitting.
4. A clutch device according to any one of claims 1 to 3,
the damper friction plate presser is constituted by an annular spring formed in a flat ring shape and disposed on a line orthogonal to a frictional slip surface between the first damper friction plate and the second damper friction plate.
5. The clutch device according to any one of claims 1 to 4,
the input rotating body has a cylindrical hub portion to which the driven shaft is fitted in a rotatable state,
the first damper friction plate and the second damper friction plate are disposed adjacent to each other on the outer side of the boss portion,
the hub portion has a lubricant flow path for guiding lubricant supplied from the driven shaft to the first damper friction plate and the second damper friction plate, respectively.
6. The clutch device according to any one of claims 1 to 5,
the damper mechanism further includes a coupling pin that integrally couples the input rotating body and the clutch outer,
the first damper friction plate and the second damper friction plate are provided on the inner side in the radial direction of the connecting pin.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019-181412 | 2019-10-01 | ||
| JP2019181412A JP7492321B2 (en) | 2019-10-01 | 2019-10-01 | Clutch device |
| PCT/JP2020/035145 WO2021065523A1 (en) | 2019-10-01 | 2020-09-16 | Clutch device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114364897A true CN114364897A (en) | 2022-04-15 |
| CN114364897B CN114364897B (en) | 2023-07-25 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080064105.7A Active CN114364897B (en) | 2019-10-01 | 2020-09-16 | Clutch device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP7492321B2 (en) |
| CN (1) | CN114364897B (en) |
| WO (1) | WO2021065523A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| EP4316947A1 (en) | 2021-03-29 | 2024-02-07 | Autoliv Development AB | Gripping determination system and gripping determination method |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2021065523A1 (en) | 2021-04-08 |
| JP7492321B2 (en) | 2024-05-29 |
| JP2021055796A (en) | 2021-04-08 |
| CN114364897B (en) | 2023-07-25 |
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