GB2474121A - Multi-plate clutch system, having paired cam plates - Google Patents

Abstract

A multi-plate clutch system includes at least one of an assist means and a slipper means. The assist means 24 assists the pressure plate 22 in increasing a pressure-contact force between driving friction plates 19 and driven friction plates 20 when torque for acceleration is changed, whereas the slipper means 25 decreases the pressure-contact force of the pressure plate 22 when torque for deceleration is changed. At least one of the assist means 24 and the slipper means 25 has paired cam plates 30, 50 which are opposed to each other in the axial direction. One cam plate 50 is inserted in a clutch inner 18A, and is engaged with the clutch inner 18A in such a way as to be non-rotatable relative to the clutch inner 18A. A stop ring 55 engaged with the one cam plate 50 is attached to the inner periphery of the clutch inner 18A in order to block the one cam plate 50 from moving relative to the clutch inner 18A in such an axial direction that the one cam plate 50 detaches from the other cam plate 30.

Description

MULTI-PLATE CLUTCH SYSTEM

The present invention relates to a multi-plate clutch system.

More particularly, the invention relates to a multi-plate clutch system which includes: a clutch outer connected to an input member; a clutch inner connected to an output member; multiple driving friction plates engaged with the clutch outer in such a way as to be movable in an axial direction, and to be non-rotatable relative to the clutch outer; multiple driven friction plates interleaved with the driving friction plates, the driven friction plates being engaged with the clutch inner in such a way as to be movable in the axial direction and to be non-rotatable relative to the clutch inner; a pressure plate movable.in the axial direction in order to cause the driving friction plates and the driven friction plates to frictionally engage with each other by bringing the driving friction plates and the driven friction plates into pressure contact with each other; a clutch spring for biasing the pressure plate in a direction in which the pressure plate brings the driving friction plates and the driven friction plates into pressure contact with each other; and at least one of an assist means and a slipper means, the assist means being for increasing a pressure-contact force of the pressure plate when torque changes for acceleration, and the slipper means being for decreasing the pressure-contact force of the pressure plate when torque changes for deceleration.

Japanese Patent Application No. 2008-038954 discloses a multi-plate clutch system in which an assist cam plate and a slipper cam plate respectively opposed to the two surfaces of a centre cam plate are fixed with bolts to the corresponding flanges of a clutch inner placed between these two cam plates.

Further, depressed cams and projecting cams, which are in mesh with each other, are provided to the centre cam plate, the assist cam plate, and the slipper cam plate. The abutment surfaces of these depressed cams and projecting cams need to be precisely formed to have a predetermined designed angle and fitted to each other in order to exert an appropriate assist force or an appropriate slipper force (bulk torque limiter). However, in the structure disclosed in Japanese Patent Application No. 2008-038954 in which the assist cam plate and the slipper cam plate are fixed to the corresponding flanges of the clutch inner with bolts, an imbalance in the fastening strength may be created depending on the number and the position of the bolts after the clutch system is put into operation. As a result, the cam angles may be different from the set-up angles, resulting in the possibility that an appropriate assist force or slipper force cannot be obtained.

Against such a background, the multi-plate clutch system of Japanese Patent Application No. 2008-038954 aims to inhibit the creation of such an unbalance in the fastening strength by fixing the assist cam plate and the slipper cam plate to the respective flanges of the clutch inner by use of many bolts placed at equal intervals. However, there arises a problem that theuse of so many bolts increases the number of parts as well as the weight and costs.

The present invention has been made with the above-described situation taken into consideration. It is an object of at least the preferred embodiments of the present invention to provide a multi-plate clutch system in which a cam plate can be fixed to a clutch inner without creating an unbalance in the circumferential direction and without an increase in the number of parts, weight and costs.

According to a first aspect of the present invention, there is provided a multi-plate clutch system including: a clutch outer connected to an input member; a clutch inner connected to an output member; a plurality of driving friction plates engaged with the clutch outer in such a way as to be movable in an axial direction, and to be non-rotatable relative to the clutch outer; a plurality of driven friction plates interleaved with the driving friction plates, the driven friction plates being engaged with the clutch inner in such a way as to be movable in the axial direction and to be non-rotatable relative to the clutch inner; a pressure plate movable in the axial direction in order to cause the driving friction plates and the driven friction plates to frictionally engage with each other by bringing the driving friction plates and the driven friction plates into pressure contact with each other; a clutch spring for biasing the pressure plate in a direction in which the pressure plate brings the driving friction plates and the driven friction plates into pressure contact with each other; and at least one of an assist means and a slipper means,. the assist means being for increasing a pressure-contact force of the pressure plate when torque for acceleration is changed, the slipper means being for decreasing the pressure-contact force of the pressure plate when torque for deceleration is changed, wherein at least one of the assist means and the slipper means has paired cam plates which are opposed to each other in the axial direction; out of the paired cam plates, one cam plate is inserted in the clutch inner, and is engaged with the clutch inner in such a way as to be non-rotatable relative to the clutch inner; and a stop ring engaged with the one cam plate is put in an inner periphery of the clutch inner in order to block the cam plate from moving relative.to the clutch inner in such an axial direction that the one cam plate would detach from the other cam plate.

According to the present invention, one cam plate of the paired cam plates included in at least one of the assist nieans and the slipper means is inserted in the clutch inner, and is engaged with the clutch inner in such a way as to be non-rotatable relative to the clutch inner. The stop ring engages with the one cam plate, the stop ring preventing the one cam plate from moving relative to the clutch inner in the direction in which the one cam plate comes away from the other cam plate.

For this reason, the fixing of the one cam plate to the clutch inner with the stop ring can be achieved by fixing the one cam plate to the clutch inner without creating an imbalance in attaching the one cam plate to the clutch inner in the circumferential direction while inhibiting increase in the number of parts, weight and costs, as compared with the conventional fixing structure using bolts.

Preferably, the multi-plate clutch system further comprises: a spring for biasing the clutch inner in the axial direction with the one cam plate being interposed in between; and an annular bearing member for bearing an end portion of the spring on the clutch inner side, wherein the bearing member is placed contiguous to an inner periphery of the stop ring.

Thus, the annular bearing member receiving an end portion, on the clutch inner side, of the spring for biasing the clutch inner in the axial direction is placed contiguous to the inner periphery of the stop ring. For this reason, it is possible to prevent the stop ring from coming off by use of the bearing member. This eliminates the need for a specialized member for preventing the stop ring from coming off, and thus can contribute to reduction in the number of parts.

Preferably, an annular depressed part in which to put the stop ring is provided in the inner periphery of the clutch inner, and the bearing member is formed to have an outer diameter which is equal to an inner diameter of the stop ring as put in the annular depressed part.

* With this arrangement, the bearing member is fitted to the stop ring, and thus it is possible to securely prevent the stop ring from coming off.

In a further preferred form, an axial length of the bearing member is set to be larger than an axial width of an opening of the annular depressed part.

With this arrangement, the stop ring can be protected by the bearing member in such a way that the annular depressed part in which the stop ring is accommodated can be covered with the bearing member.

In a preferred form, the multi-plate clutch includes both of the assist means and the slipper means; stop.rings engaged with an assist cam plate and a slipper cam plate from the opposite sides from an annular middle wall are respectively attached to the assist cam plate and the slipper cam plate, the assist cam plate and the slipper cam plate being opposed to the two sides of a centre cam plate fixed to the output member, the centre cam plate being common between the assist means and the slipper means, the annular middle wall being provided to the clutch inner, the annular middle wall being interposed between the assist cam plate and the slipper cam plate; and out of the two stop rings, the stop ring to whose inner periphery the bearing member is placed contiguous is formed with a circular cross section, and the other stop ring is formed with a rectangular cross section.

With this arrangement, the fixing structures for the assist cam plate and the slipper cam plate can be achieved in a smaller size with low costs. Further, the stop ring to whose inner periphery the bearing member is placed contiguous is formed with the circular cross section, because the stop ring is inhibited from deforming by being held by the bearing member, and the other stop ring is formed with the rectangular cross section to prevent the stop ring from coming off due to its deformation, and the rigidity of the stop ring is accordingly increased.

Preferably, an outer periphery of the centre cam plate is in contact with an inner periphery of the annular middle wall.

Since the outer periphery of the centre cam plate is in sliding contact with the inner periphery of the annular middle wall of the clutch inner, it is possible to prevent the displacement of the axes of the clutch inner and the centre cam plate.

In a further preferred form, the multi-plate clutch system further includes both of the assist means and the slipper means, and an assist cam plate and a slipper cam plate respectively opposed to the two sides of a centre cam plate are fixed to the clutch inner in such a way as to be held between an annular support wall provided to the clutch inner and the stop ring attached to the clutch inner, the centre cam plate being common between the assist means and the slipper means, and being fixed to the output member.

With this arrangement, it is possible to fix the assist cam plate and the slipper cam plate to the clutch inner with the single stop ring, and accordingly to reduce parts in number.

Preferably, an annular guide ring interposed between the assist cam plate and the slipper cam plate is placed between the outer periphery of the centre cam plate and the inner periphery of the clutch inner.

It is thereby possible to inhibit increase in the number of parts needed for the structure in which the assist cam plate and the slipper cam plate are fixed to the clutch inner with the single stop ring in such a way that the annular guide ring for causing the centre cam plate-to hold the clutch inner is held between the assist cam plate and the slipper cam plate.

Preferably, outer peripheries respectively of the assist cam plate and the slipper cam plate are spline-engaged to the inner periphery of the clutch inner, and out of the assist cam plate and the slipper cam plate, a width of the spline engagement of one cam plate to the clutch inner is set smaller to a width of the spline engagement of the other cam plate to the clutch inner, the one cam plate being placed at the side of the annular support wall provided to the clutch inner.

With this arrangement, it is possible to enlarge the width of the spline engagement of the cam plate, which is biased by the spring, with the clutch inner.

Thereby, it is possible to prevent displacement of the axis of the cam plate which would otherwise occur due to biasing of the cam plate by the spring.

-Preferably, an inner peripheral surface of the annular support wall provided to the clutch inner is in sliding contact with the pressure plate.

With this arrangement, it is possible to prevent displacement of the axes of the clutch inner and the pressure plate from each other by causing the pressure plate to support the clutch inner.

Note that a main shaft 11 of the embodiments corresponds to the output member, and a primary driven gear 16 corresponds to the input member.

Preferred embodiments of the invention will now be described by way of example only and with reference to the accompanying drawings, in which: Fig. I is a longitudinal cross-sectional view of a first embodiment of a multi-plate clutch system; Fig. 2 is a magnified view of a part, which is indicated by an arrow 2, of the multi-plate clutch system shown in Fig. 1; Figs. 3 are views respectively showing a right side (A), a longitudinal cross-section (B), and a left side (C) of a centre cam plate; Figs. 4 are views respectively showing a right side (A), a longitudinal cross-section (B), and a left side (C) of an assist cam plate; Figs. 5 are views respectively showing a right side (A), a longitudinal cross-section (B), and a left side (C) of a slipper cam plate; Fig. 6 is a longitudinal cross-sectional view of a second embodiment of a multi-plate clutch system, which corresponds to Fig. 2; and Fig. 7 is a longitudinal cross-sectional view of a third embodiment of a multi-plate clutch system, which corresponds to Fig. 2.

Descriptions will be hereinafter provided for embodiments of the present invention by referring to the attached drawings.

A first embodiment of the present invention will be described with reference to Figs. ito 5. In Fig. 1, a primary speed reducing device 12, a damper spring 13 and a multi-plate clutch system 14A are installed between a crank shaft (not illustrated) of, for example, a motorcycle engine and a main shaft 11 of a gear transmission system (not illustrated). The primary speed reducing device 12 includes: a primary driving gear 15 provided to the crank shaft; and a primary driven gear 16 in mesh with the primary driving gear 15. The primary driven gear 16 is supported by the main shaft 11 in such a way that the primary driven gear 16 is rotatable relative to the main shaft 11. As mentioned above, the primary driven gear 16 is an input member, and the main shaft 11 is an output member.

With reference to Fig. 2, the multi-plate clutch system 14A, which is a wet-type, includes: a clutch outer 17 connected to the primary driven gear 16, which serves as an input member, with the damper spring 13 in between; a clutch inner 18A which includes an engagement cylinder part 18a and an annular support wall 18b formed integrally therewith, the engagement cylinder part 18a coaxially placed inside the clutch outer 17, and the annular support wall 1 8b extending radially inwardly from an inner surface of a middle portion of the engagement cylinder part 18a; multiple driving friction plates 19 which are engaged with the clutch outer 17 in such a way as to be relatively non-rotatable; multiple driven friction plates 20 which are arranged to be interleaved with the driving friction plates 19 and are engaged with an outer periphery of the engagement cylinder part 1 8a of the clutch inner 1 8A in such a way as to be relatively non-rotatable; a pressure bearing plate 21, serving as a clamp pressure plate, which is fixed to the main shaft 11 in such a way as to face one end side of the interleaved driving friction plates 19 and driven friction plates 20; a pressure plate 22 which sandwiches the interleaved driving friction plates 19 and driven friction plates 20 with the pressure bearing plate 21; a clutch spring 23 which biases the pressure plate 22 in a direction in which the pressure plate 22 presses the interleaved driving friction plates 19 and driven friction plates with the pressure bearing plate 21; assist means 24 for strengthening the biasing force of the clutch spring 23 when torque changes for acceleration while driving force is transmitted from the primary driven gear 16 to the main shaft 11; and slipper means 25 for weakening the biasing force of the clutch spring 23 when torque changes for deceleration while back torque is transmitted from the main shaft 11 to the primary driven gear 16.

The clutch outer 17 includes: a cylinder part 17a coaxially surrounding an engagement cylinder part I Ba of the clutch inner 1 8A; and an integrally formed end wall part I 7b connected to an end portion of the cylinder part 1 7a on the primary driven gear 16 side. The clutch outer 17 is shaped like a cup, and has an opening facing away from the primary driven gear 16. Outer peripheral portions of the respective multipledriving friction plates 19 are engaged with an inner periphery of the cylinder part 17a in such a way that the multiple driving friction plates 19 are movable in the axial direction and are relatively non-rotatable.

An annular step part 11 a facing the multi-plate clutch system 1 4A is formed in a portion of an outer periphery of the main shaft 11, the portion corresponding to the primary speed reducing device 12. A cylinder-shaped sleeve 28, which is fitted to the outer periphery of the main shaft 11, has an end portion, which is located on a side away from the multi-plate clutch system 14A, and which is in contact with the annular step part ha. A needle bearing 29 is interposed between an outer periphery of this sleeve 28 and an inner periphery of the primary driven gear 16.

A centre cam plate 30, which is common between the assist means 24 and the slipper means 25, is arranged radially inward of the engagement cylinder part 18a in the clutch inner 18A, and is closer to the pressure bearing plate 21 than the annular support wall lBb in the clutch inner 18A is. This centre cam plate 30 includes: a cylinder-shaped boss part 30a which is spline-engaged with the outer periphery of the main shaft 11; and an integrally formed disc part 30b which is arranged in a plane orthogonal to the axial direction of the main shaft 11, the disc part 30b extending radially outward from an axially central portion of the boss part 30a.

The pressure bearing plate 21 is generally disc-shaped. An inner peripheral portion of this pressure bearing plate 21 is spline-engaged with the outer periphery of the main shaft 11 in such a way as to be interposed between a plate-like ring-shaped pressing plate 31 and one end portion of the boss part 30a. The pressing plate 31 is in contact with an end portion of the sleeve 28 which is nearer the multi-plate clutch system 14A.

Further, a spring bearing member 32 is spline-engaged with the main shaft 11, and the boss part 30a is sandwiched between the spring bearing member 32 and an inner periphery of the pressure bearing plate 21. A nut 33 is screwed to the main shaft 11, so as to locate the spring bearing member 32 between the nut 33 and the boss part 30a. When this nut 33 is fastened, the sleeve 28, the pressing plate 31, the inner peripheral portion of the pressure bearing plate 21, the boss part 30a of the centre cam plate 30, and the spring bearing member 32 are held between the annular step part ha and the nut 33, so that the sleeve 28, the pressing plate 31, the pressure bearing plate 21, the centre cam plate 30 and the spring bearing member 32 are fixed to the main shaft 11.

The pressure plate 22 includes an annular pressing part 22a and an integrally formed insertion cylinder part 22b. The annular pressing part 22a sandwiches the driving friction plates 19 and the driven friction plates 20 with the pressure bearing plate 21. The insertion cylinder part 22 is installed with the pressing part 22a in such a way as to be inserted into the engagement cylinder part I 8a of the clutch inner I 8A. The insertion cylinder part 22b is formed to have steps in such a way that the diameter thereof becomes smaller toward the extremity thereof in a stepwise fashion.

The clutch spring 23 is a disc spring, provided between the spring bearing member 32 fixed to the main shaft 11 and the pressure plate 22. A radially inner peripheral portion of this clutch spring 23 is in contact with and engaged with the spring bearing member 32 from the centre cam plate 30 side. A radially outer peripheral portion of the clutch spring 23 is in contact with an annular step part 34, with a ring-shaped sliding-contact plate 35 in between. The annular step part 34 is provided to the insertion cylinder part 22b of the pressure plate 22, and faces away from the centre cam plate 30. Thus, the configuration is such that the pressure plate 22 is biased by the clutch spring 23 in a direction in which the pressure plate 22 turns the multi-plate clutch system 14A into a connected condition, by bringing the driving friction plates 19 and the driven friction plates 20 into pressure contact with each other so as to cause friction engagement therebetween.

The clutch inner 1 8A is movable relative to the main shaft 11 in the axial direction of the main shaft 11. This clutch inner 1 8A and the pressure plate 22 (which is a different member from the clutch inner 18A) are connected together so as to be non-rotatable relative to each other and so as to be capable of being separated from each other in the axial direction in such a way that, when the assist means 24 increases the pressure-contact force of the pressure plate 22; the pressure plate 22 is moved in the direction to bring the driving friction plates 19 and the driven friction plates 20 into pressure contact with each other while the clutch inner 1 8A is moved relative to the pressure plate 22 in the same direction in such a way as to be detached from the pressure plate 22.

For this reason, the insertion cylinder part 22b of the pressure plate 22 is inserted in an end portion of the engagement cylinder part 1 Ba of the clutch inner 18A, the end portion being on the pressure plate 22 side. Multiple groove forming projecting parts 37 are provided to one of the inner periphery of the engagement cylinder part 18a and the outer periphery of the insertion cylinder part 22b (the inner periphery of the engagement cylinder part 18a in this embodiment). Multiple spline projecting parts 39 are provided to the other of the inner periphery of the engagement cylinder part I Ba and the outer periphery of the insertion cylinder part 22b (the outer periphery of the insertion cylinder part 22b in this embodiment).

Spline grooves 38 which engage with the spline projecting parts 39 are formed in the groove forming projecting parts 37, respectively.

A first oil passage 40 for guiding oil to engagement parts between the spline grooves 38 and the spline projecting parts 39 is formed in the insertion cylinder part 22b of the pressure plate 22 in such a way as to penetrate the insertion cylinder part 22b in the radial direction. In addition, a second oil passage 41 for guiding oil to the engagement parts between the spline grooves 38 and the spline projecting parts 39 is formed in the pressing part 22a of the pressure plate 22 in such a way as to penetrate the pressing part 22a in the axial direction.

The multi-plate clutch system 14A is covered with an engine cover 42 provided to the engine. One end portion of an operation shaft 43 is fitted in the engine cover 42 in such a way as to be movable in the axial direction, and the other end portion of the operation shaft 43 is fitted in the main shaft 11 coaxially and slideably. An inner peripheral portion of a disc-shaped lifter 45 is held by a middle portion of this operation shaft 43 with a clutch bearing 44 interposed in between.

An outer periphery of this lifter 45 is in contact with, and engaged with, a stop ring 46, which is attached to the inner periphery of the pressing part 22a of the pressure plate 22, from the clutch spring 23 side, with a ring-shaped sliding-contact plate 69 being interposed in between.

A control shaft 47 for switching between disconnection and connection of the multi-plate clutch system 14A is rotatably and movably supported by the engine cover 42. A lever 48 is provided to an end portion of the control shaft 47 which projects from the engine cover 42. In addition, the said one end portion of the operation shaft 43 is engaged with an inner end portion of the control shaft 47 in such a way that the operation shaft 43 moves in the axial direction in response to rotation of the control shaft 47. Thus, by rotating the control shaft 47 to move the operation shaft 43 in the direction in which the pressing part 22a of the pressure plate 22 comes away from the pressure bearing plate 21, the multiple clutch system 14A can disconnect the power transmission.

The assist means 24 moves the pressure plate 22 closer to the pressure bearing plate 21 as the driving power inputted from the primary driven gear 16 becomes larger. The assist means 24 includes: a spring 48 for exerting a spring force for biasing the clutch inner I 8A against a spring force of the clutch spring 23; and a cam mechanism 49 for forcedly moving the clutch inner 18A against the biasing force of the spring 48 in order to assist the pressure plate 22 in increasing the pressure-contact force when torque for acceleration is changed.

The cam mechanism 49 is placed between the disc part 30b of the centre cam plate 30 fixed to the main shaft 11 and an assist cam plate 50, whose inner peripheral portion is slidingly supported by the boss part 30a of the centre cam plate 30 in such a way as to face one surface of the disc part 30b. An outer periphery of the assist cam plate 50 is spline-engaged with the inner periphery of the engagement cylinder part 1 8a of the clutch inner 1 8A.

With additional reference to Fig. 3, multiple (in this case, three) first depressed. cams 51 are made in the one surface of the disc part 30b of the centre cam plate 30 in such a way as to be equispaced in the circumferential direction. As shown in Fig. 4, multiple (in this case, three) first projecting cams 52, which constitute the cam mechanism 49 in cooperation with the first depressed cams 51, are provided projecting from a surface of the assist cam plate 50 on the side facing disc part 30b.

A stop ring 55 is located in an annular depressed part 54 made in the inner periphery of the engagement cylinder part 1 8a of the clutch inner I BA. The stop ring 55 is in contact with, and engages with, an outer periphery of the end surface of the assist cam plate 50 distant from the disc part 30b. -11-.

In addition, the spring 48 is a disc spring whose radially inner peripheral portion is in contact with, and supported by, the radially inner peripheral portion of the pressure bearing plate 21 with a ring-shaped sliding-contact plate 53 interposed in between. A radially outer periphery of this spring 48 is in contact with an annular bearing member 56 which is in contact with one of the end surfaces of the assist cam plate 50 which is situated further from the centre cam plate 30. In addition, the bearing member 56 is placed contiguous to an inner periphery of the stop ring 55.

An outer diameter of the bearing member 56 is set to be equal to an inner diameter of the stop ring 55 as put in the annular depressed part 54. An axial length Li of the bearing member 56 is set to be larger than an axial width L2 of the opening of the annular depressed part 54.

The slipper means 25 moves the clutch inner 1 8A in the direction in which the pressure plate 22 is caused to come away from the pressure bearing plate 21 when torque for deceleration is changed. The slipper means 25 is made up by providing a cam mechanism 58 between the centre cam plate 30 and a slipper cam plate 57, whose inner peripheral portion is slidingly supported by the boss part 30a of the centre cam plate 30 in such a way that the slipper cam plate 57 faces the other surface of the disc part 30b of the centre cam plate 30. An outer periphery of the slipper cam plate 57 is splirie-engaged with the inner periphery of the engagement cylinder part 18a of the clutch inner 18A.

As shown in Fig. 3, multiple (in this case, three) second depressed cams 59 are formed in the other surface of the disc part 30b of the centre cam plate 30, equispaced circumferentiafly, in such a way that each of the second depressed cams 59 is located in a centre portion between the corresponding two of the first depressed cams 51. As shown in Fig. 5, multiple (in this case, three) second projecting cams 60, which constitute the cam mechanism 58 in cooperation with the second depressed cams 59, are provided projecting from a surface of the slipper cam plate 57 facing the disc part 30b.

An outer periphery of the end surface of the slipper cam plate 57 distant from the disc part 30b is in contact with the annular support wall 1 8b of the clutch inner 18A, with a ring-shaped slidingcontact plate 61 being interposed in between.

The assist cam plate 50 and the slipper cam plate 57 facing the respective opposite sides of the disc part 30b of the centre cam plate 30 are fixed to the clutch inner iSA in such a way as to be held between the annular support wall 18b provided to the clutch inner 18A and the stop ring 55 in the inner periphery of the engagement cylinder part 1 8a of the clutch inner 1 8A.

Furthermore, a guide ring 62 interposed between the assist cam plate 50 and the slipper cam plate 57 is placed between an outer periphery of the disc part 30b of the centre cam plate 30 and the inner periphery of the engagement cylinder part 18a of the clutch inner 18k A width Wi of the spline engagement of the slipper cam plate 57 with.the clutch inner 18A is set to be smaller than a width W2 of the spline engagement of the assist cam plate 50 (the other cam plate) with the clutch inner 1 8A. Of the assist cam plate 50 and the slipper cam plate 57, the slipper cam plate 57 is closer to the annular support wall 18b provided to the clutch inner 18.

Further, the clutch inner 18A and the pressure plate 22 are provided with flat abutment parts 63, 64 which extend orthogonal to the axes of the clutch inner I 8A and the pressure plate 22 in such a way that the flat abutment parts 63, 64 are in contact with each other, respectively. In this embodiment, the abutment part 63 is formed in such a way as to unitarily continue to the multiple groove forming projecting parts 37 in the inner periphery of the engagement cylinder part 18a of the clutch inner 18A, and concurrently to extend inward in the radial direction. The other abutment part 64 is formed in the middle of the insertion cylinder part 22b in such a way as to unitarily continue to the spline projecting parts 39, and to extend inward in the radial direction.

During a normal power transmitting condition, the abutment part 63 of the clutch inner I 8A is biased toward the pressure plate 22 by the spring 48 and is in contact with the abutment part 64 of the pressure plate 22. Accordingly, a biasing force in the reverse direction, which is produced by the spring 48 to offset the biasing force of the clutch spring 23, acts on the pressure plate 22.

If torque for acceleration is changed while the torque is being transmitted from the primary driven gear 16 to the main shaft 11, cam side surfaces of the first projecting cams 52 are brought into contact with cam side surfaces of the first depressed cams 51, respectively. Thereby, the cam mechanism 49 subjects the assist cam plate 50 to a force which causes the assist cam plate 50 to detach from the disc part 30b of the centre cam plate 30. Thus, the clutch inner 18A (to which the assist cam plate 50 is fixed) moves in a direction in which the clutch inner 18A detaches from the pressure plate 22, and the bearing member 56 in contact with the assist cam plate 50 moves in a direction which decreases the spring force of the spring 48. This decreases the biasing force in the reverse direction which is produced by the spring 48 and acts to offset the biasing force of the clutch spring 23, and hence assists the clutch spring 23 in fully exerting its biasing force, accordingly increasing the pressure-contact force between the driving friction plates 19 and the driven friction plates 20.

In addition, if back torque increases while the back torque is being transmitted, the cam mechanism 58 of the slipper means 25 moves the slipper cam plate 57 (which is fixed to the clutch inner 18A) in a direction in which the slipper cam plate 57 detaches from the centre cam plate 30. This movement of the slipper cam plate 57 brings the abutment part 63 of the clutch inner 1 8A into intimate contact with the abutment part 64 of the pressure plate 22. Accordingly, the pressure plate 22 moves in a direction which decreases the pressure-contact force between the driving friction plates 19 and the driven friction plates 20.

The clutch inner 18A and the pressure plate 22 are provided with respective sliding-contact surfaces 65, 66 in such a way that the surfaces 65, 66 are in sliding contact with each other. The sliding-contact surfaces 65, 66 continue to inner ends of the two abutment parts 63, 64 which extend in the radial directions of the clutch inner I 8A and the pressure plate 22, respectively. The sliding-contact surfaces 65, 66 are formed in the shape of an arc about the centre axis line of the clutch inner 1 8A. In other words, an inner peripheral surface of the annular support wall I 8b provided to the clutch inner I 8A is in sliding contact with the insertion cylinder part 22b of the pressure plate 22. The sliding-contact surface 66 in sliding contact with the sliding-contact surface 65 formed in the inner periphery of the annular support wall 1 8b is formed in an outer periphery of the extremity of the insertion cylinder part 22b.

In addition, a space 67 is formed between the spline projecting parts 39 and the inner periphery of the engagement cylinder part 1 8a, and a space 68 is formed between the groove forming projecting part 37 and the outer periphery of the insertion cylinder part 22b.

The guide ring 62 is fixed to the clutch inner 1 8A by the interposition of the guide ring 62 between the assist cam plate 50 and the slipper cam plate 57. An inner periphery of this guide ring 62 is in sliding contact with an outer periphery of the disc part 30b of the centre cam plate 30. Furthermore, multiple oil holes 70 for connecting inner and outer sides of the engagement cylinder part 1 8a of the clutch inner 18A are made in the engagement cylinder part 18a. Oil grooves 71 for -14 -causing oil to flow between the guide ring 62 and the assist cam plate 50 as well as between the guide ring 62 and the slipper cam plate 57 are made in the two sides of the guide ring 62 Moreover, a central passage 72 for guiding oil is coaxially provided in the main shaft 11. Oil passages 73 whose ends communicate with the central passage 72 are made in the sidewafl of the main shaft 11 at a position which substantial'y corresponds to the axially central portion of the boss part 30a of the centre cam plate 30. Oil supplying passages 74 for supplying oil from the oil passages 73 to the first projecting cams 52 of the assist cam plate 50 and the second projecting cams 60 of the slipper cam plate 57 are made in the boss part 30a of the centre cam plate 30 in such a way as to be oriented in a direction which tilts to the centre axis line of the assist cam plate 50 and slipper cam plate 57. Orifices 75 are installed in the respective oil supplying passages 74.

The multiple first depressed cams 51 are made in one surface of the disc part 30b of the centre cam plate 30, and the multiple second depressed cams 59 are made in the other surface of the disc plate 30b of the centre cam plate 30. Oil discharging passages 76 for guiding oil to a sliding-contact area between an outer periphery of the centre cam plate 30 and an inner periphery of the guide ring 62 are provided in outer peripheral edge portions of the first depressed cams 51. Oil discharging passages 77 for guiding oil to the sliding-contact area between the outer periphery of the centre cam plate 30 and the inner periphery of the guide ring 62 are provided in outer peripheral edge portions of the second depressed cams 59 (see Fig. 3). In addition, those oil discharging passages 76, 77 are formed as notches made in the outer peripheral edge portions of the first and second depressed cams 51, 59. In the disc part 30b of the centre cam plate 30, at least areas in which the first and second depressed cams 51, 59 are placed, as well as the notches in the outer peripheral edge portions of the first and second depressed cams 51, 59, are formed by forging for example.

Furthermore, contact surfaces of the first depressed cams 51 and the first projecting cams 52, which constitute the cam mechanism 49 provided between the centre cam plate 30 and the assist cam plate 50, are formed in such a way that the contact surfaces of the first depressed cams 51 and the contact surfaces of the first projecting cams 52 are brought into contact with each other when the assist cam plate 50 rotates relative to the centre cam plate 30. Contact surfaces of the second depressed cams 59 and the second projecting cams 60, which constitute the cam -15-mechanism 58 provided between the centre cam plate 30 and the assist cam plate 57, are formed in such a way that the contact surfaces of the second depressed cams 59 and the contact surfaces of the second projecting cams 60 are brought into contact'with each other when the slipper cam plate 57 rotates relative to the centre cam plate 30. The oil discharging passages 76, 77 are provided only in the corresponding outer peripheral edge portions of the disc part 30b of the centre cam plate 30.

Moreover, the first projecting cams 52 are provided in the surface of the assist cam plate 50 which faces the disc part 30b of the centre cam plate 30.

Additionally, multiple (in this case, three) first depressed parts 80 are formed in such a way that each two neighbouring first depressed parts 80 are placed respectively in the two sides of the corresponding one of the first projecting cams 52. The second projecting cams 60 are provided in the surface of the slipper cam plate 57 which faces the disc part 30b of the centre cam plate 30. In addition, multiple (in this case, three) second depressed parts 81 are formed in such a way that each two neighbouring second depressed parts 81 are placed respectively in the two sides of the corresponding one of the second projecting cams 60.

Note that the spring 48, the bearing member 56, the assist cam plate 50, the guide ring 62, the centre cam plate 30, the slipper cam plate 57 and the sliding-contact plate 61 are inserted in the engagement cylinder part 18a of the clutch inner 18A from the pressure bearing plate 21 side. For installation, the spring 48, the bearing member 56, the assist cam plate 50, the guide ring 62, the centre cam plate 30, the slipper cam plate 57 and the sliding-contact plate 61 are beforehand assembled into an' assembled body 84. An annular step part 85b for holding the assembled body 84 between the annular step part 85b and the pressure bearing plate 21 is provided to a rod-like holding tool 85 penetrating the assembled body 84 in such a way that a small-diameter end part 85a of the holding tool 85 is fitted in the pressure bearing plate 21, as shown by the chain line in Fig. 2. Thereafter, the clutch inner I 8A is fitted to the assembled body 84 in such a way that the assembled body 84 is covered with the clutch inner 18A while held between the holding tool 85 and the pressure bearing plate 21.

Next, a description will be provided for the operation of the first embodiment.

The clutch inner I 8A (which is movable in the axial direction of the main shaft 11) and the pressure plate 22 (which is a different member from the clutch inner 18A) are connected together so as to be non-rotatable relative to each other and so as to -16-be capable of being separated from each other in the axial direction in such a way that, when the assist means 24 increases the pressure-contact force of the pressure plate 22, the pressure plate 22 is moved in the direction to bring the driving friction plates 19 and the driven friction plates 20 into pressure contact with.

each other while the clutch inner I 8A is moved relative to the pressure plate 22 in the same direction in such a way as to be detached from the pressure plate 22. For this reason, even if the biasing force of the clutch spring 23 and the retracting force of the assist means 24 act at almost the same timing, these forces can be prevented from directly working on the pressure plate 22. This avoids an abrupt clutch connection, and accordingly makes it possible to achieve an appropriate clutch connection.

In addition, the slipper means 25 is placed between the clutch inner 18A and the main shaft 11 in order that, when torque for deceleration is changed, the slipper means 25 can decrease the pressure-contact force produced by the pressure plate 22 by: bringing the clutch inner 1 8A in intimate contact with the pressure plate 22; and thus causing the pressure plate 22 to move in the direction in which the pressure plate 22 decreases the pressure-contact force between the driving friction plates 19 and the driven friction plates 20. When the slipper means 25 decreases the pressure-contact force produced by the pressure plate 22 in response to the change in the torque for deceleration, back torque can be blocked instantaneously.

Thereby, when assisted, an appropriate clutch connection can be achieved, and the back torque limiter capability can be secured as before.

In addition, the assist means 24 includes: the spring 48 configured to exert a spring force for biasing the clutch inner 1 8A against the spring force of the clutch spring 23; and the cam mechanism 49 configured to forcedly move the clutch inner I 8A against the biasing force of the spring 48 in order that the pressure-contact force of the pressure plate 22 can be increased when torque for acceleration is changed. This realizes the structure in which: when assisted, the spring load of the spring 48 opposed to the clutch spring 23 is reduced; thereby, the substantial spring load of the clutch spring 23 is increased; and the pressure-contact force is thus increased. Accordingly, since the biasing force of the clutch spring 23 can be increased gradually, a smooth clutch connection can be realized.

Furthermore, the clutch inner 18A includes the engagement cylinder part IBa which engages the driving friction plates 20 at its outer periphery. The insertion cylinder part 22b coaxially inserted in the engagement cylinder part iSa is provided in the pressure plate 22, the multiple groove forming projecting parts 37 are made in the inner periphery of the engagement cylinder part 1 Ba in order that spline grooves 38 can be formed in the respective groove forming projecting parts 37, and the multiple spline projecting parts 39 engaged with the respective spline grooves 38 are made in the outer periphery of the insertion cylinder part 22b. This enables the clutch inner 18A and the pressure plate 22 to be spline-engaged with each other while avoiding the clutch inner 18A becoming larger in size in the axial direction without adversely affecting the area of engagement of the driven friction plates 20 with the outer periphery of the engagement cylinder part 1 8a.

Moreover, the clutch inner I 8A and the pressure plate 22 are provided with the flat abutment parts 63, 64, which extend along planes orthogonal to the axes of the clutch inner I 8A and the pressure plate 22, respectively, in such a way that the flat abutment parts 63, 64 come in contact with each other when the clutch inner 18A is brought into intimate contact with the pressure plate 22. This makes it possible to decrease the abutment pressure by receiving the load on their flat surfaces when the clutch inner 18A and the pressure plate 22 are brought in intimate contact with each other, and accordingly to secure the rigidities of the respective abutment parts 63, 64.

Additionally, the multiple groove forming projecting parts 37 are made in the clutch inner 18A in such a way that the spline grooves 38 are respectively formed in the groove forming projecting parts 37; and the multiple spline projecting parts 39 to be engaged with the respective spline grooves 38 are provided in the pressure plate 22. In this respect, the abutment parts 63, 64 extend inwards in the radial direction from the groove forming projecting parts 37 and the spline projecting parts 39 in such a way as to unitarily continue to the groove forming projecting parts 37 and the spline projecting parts 39. This makes it possible to reinforce the groove forming projecting parts 37 and the spline projecting parts 39 by thickening the perimeters of the groove forming projecting parts 37 and the spline projecting parts 39.

In addition, the first oil passage 40 for guiding the oil to the engagement area between the spline grooves 38 and the spline projecting parts 39 is made in the pressure plate 22 in such a way as to penetrate the insertion cylinder part 22b in the radial direction. This makes it possible to enhance the slidability of the spline engagement area by supplying the oil to the spline engagement area. Further, the second oil passage 41 for guiding the oil to the engagement area between the spline grooves 38 and the spline projecting parts 39 is made in the pressure plate 22 in such a way as to penetrate the pressing part 22a of the pressure plate 22 in the radial direction. This makes it possible to enhance the slidability of the spline engagement area by supplying the oil to the spline engagement area in the longitudinal direction of the spline grooves 38 and the spline protruding parts 39.

Furthermore, the clutch inner 1 8A and the pressure plate 22 are provided with the sliding-contact surfaces 65, 66, which continue to the inner ends of the two abutment parts 63, 64 extending in the clutch inner I 8A and the pressure plate 22 in their radial directions, and which are formed in the shape of an arc about the centre axis line of the clutch inner 18A, in such a way that the sliding-contact surfaces 65, 66 are brought into sliding contact with each other, respectively. Since these sliding-contact surfaces 65, 66 are brought into sliding contact with each other, the axis of the clutch inner 1 8A and the axis of the pressure plate 22 become less likely to be displaced from each other. This makes it possible to make the slide in the spline engagement area far smoother.

Moreover, the space 67 is formed between the spline projecting parts 39 and the inner periphery of the engagement cylinder part 18a, and the space 68 is formed between the groove forming projecting parts 37 and the outer periphery of the inserting cylinder part 22b. This makes it possible not only to inhibit the increase in the slide area of the spline engagement area with the displacement of the axes of the clutch inner 18A and the pressure plate 22 from each other being prevented by the sliding contact between the sliding-contact surfaces 65, 66, but also to enhance the slidability and lubricity of the spline engagement area by efficiently using the spaces 67, 68 as the passage through which to flow the oil.

The assist means 24 includes the centre cam plate 30 and the assist cam plate 50 which face each other in the axial direction. The assist cam plate 50 is inserted in, and engaged with, the clutch inner 1 BA in such a way that the assist cam plate 50 is non-rotatable relative to the clutch inner 1 8A. The stop ring 55 engaged with the assist cam plate 50 is put in the inner periphery of the engagement cylinder part 1 8a of the clutch inner I 8A in order that the stop ring 55 can block the assist cam plate 50 from moving relative to the clutch inner 18A in such an axial direction that the assist cam plate 50 would detach from the centre cam plate 30. The fixation of the assist cam plate 50 to the clutch inner 18A can be achieved by fixing the assist cam plate 50 to the clutch inner I BA by use of the stop ring 55 without creating an unbalance in attaching the assist cam plate 50 to the clutch inner 18A in the circumferential direction while inhibiting increase in the number of parts, weight and costs, as compared with the conventional fixing structure using bolts.

In addition, the spring 48 included in the assist means 24 biases the clutch inner 18A in the axial direction with the assist cam plate 50 being interposed in between. The annular bearing member 56 receiving the end portion of the spring 48 on the clutch inner 18A side, is placed áontiguous to the inner periphery of the stop ring 55. For this reason, it is possible to prevent the stop ring from coming off by use of the bearing member 56. This eliminates the need for a specialized member for preventing the stop ring from coming off, and thus can contribute to reduction in the number of parts.

Furthermore, the annular depressed part 54 for accommodating the stop ring 55 is made in the inner periphery of the engagement cylinder part 1 8a of the clutch inner I BA, and the bearing member 56 is formed in such a way as to have an outer diameter which is equal to the inner diameter of the stop ring 55 accommodated in the annular depressed part 54. Accordingly, the bearing member 56 is fitted to the stop ring 55, and thus it is possible to securely prevent the stop ring 55 from coming off.

Moreover, the axial length Li of the bearing member 56 is set to be larger than the axial width L2 of the opening of the annular depressed part 54. Thus, the stop ring 55 can be protected by the bearing member 56 in such a way that the annular depressed part 54 in which the stop ring 55 is accommodated can be covered with the bearing member 56.

In addition, the multi-plate clutch system 14A includes both the assist means 24 and the slipper means 25. Common between the assist means 24 and the slipper means 25 is the centre cam plate 30. The centre cam plate 30 is fixed to the main shaft 11. The assist cain plate 50 and the slipper cam plate 57 are opposed to the two sides of the disc part 30b of the centre cam plate 30. The assist cam plate 50 and the slipper cam plate 57 are fixed to the clutch inner 18A in such a way as to be held between the annular support wall I 8b provided to the clutch inner 1 8A and the stop ring 55. For this reason, the fixing of the assist cam plate 50 and the slipper cam plate 57 to the clutch inner 18A can be achieved by the single stop ring 55. Accordingly, it is possible to reduce parts in number.

The annular guide ring 62 is interposed between the assist cam plate 50 and the slipper cam plate 57. This guide ring 62 is placed between the outer -20 -periphery of the centre cam plate 30 and the inner periphery of the clutch inner 18A.

For this reason, increase in the number of parts needed for the structure in which the assist cam plate 50 and the slipper cam plate 57 are fixed to the clutch inner 18A by use of the single stop ring 55 can be inhibited by interposing the annular guide ring 62 used for holding the clutch inner 18A with the centre cam plate 30, between the assist cam plate 50 and the slipper cam plate 57.

Furthermore, the outer peripheries of the assist cam plate 50 and the slipper cam plate 57 are spline-engaged with the inner periphery of the engagement cylinder part I 8a of the clutch inner 18A. The width Wi of the spline engagement of the slipper cam plate 57, which is placed on the annular support wall 1 8b side out of the assist cam plate 50 and the slipper cam plate 57, with the clutch inner 18A is set smaller than the width W2 of the spline engagement of the assist cam plate 50 with the clutch inner 1 8A. For this reason, it is possible to prevent the displacement of the axis of the assist cam plate 50 which would otherwise occur easily due to the biasing of the assist cam plate 50 by the spring 48, when the width W2 of the spline engagement of the assist cam plate 50, which is biased by the spring 48, with clutch inner 18A is made larger.

Moreover, the inner peripheral surface of the annular support wall 1 8b provided to the clutch inner I 8A is in sliding contact with the pressure plate 22. For this reason, it is possible to prevent the displacement of the axes of the clutch inner 1 8A and the pressure plate 22, since the clutch inner 1 BA is supported by the.

pressure plate 22.

Besides, the assist means 24 includes the centre cam plate 30 and the assist cam plate 50 which are opposed to each other in the axial direction. The slipper means 25 includes: the centre cam plate 30 which is common between the slipper means 25 and the assist means 24; and the slipper cam plate 57 which is opposed to the centre cam plate 30 in the axial direction. The guide ring 62 whose inner peripheral surface is in sliding contact with the outer peripheral surface of the centre cam plate 30 is fixed to the engagement cylinder part 1 Ba of the clutch inner 18A. In addition, the oil discharging passages 76, 77 for guiding the oil to the sliding-contact area between the centre cam plate 30 and the guide ring 62 are made in the outer peripheral edge portions of the first and second depressed cams 51, 59 provided respectively in the two surfaces of the disc part 3Db of the centre cam plate 30.

-21 -Accordingly, the centring of the guide ring 62 fixed to the clutch inner 1 8A, in other words, the alignment of the clutch inner 18A and the centre cam plate 30, is achieved. Such an alignment structure enables oil, which is accumulated in the first and second depressed cams 51, 59 provided iii the centre cam plate 30, to be sufficiently supplied to the sliding-contact area between the guide ring 62 and the centre cam plate 30. Thus, the lubricity can be enhanced.

Furthermore, the oil discharging passages 76, 77 are formed as notches made in the outer peripheral edge portions of the first and second depressed cams 51, 59. For this reason, it is possible to form the oil discharging passages 76, 77 with the simple structure. The simple structure can enhance the lubricity of the sliding-contact area.

Moreover, in the centre cam plate 30, at least areas in which the first and second depressed cams 51, 59 are placed are formed by forging. For this reason, the depressions of the first and second depressed cams 51, 59 can be made shallow in depth by making notches in the outer peripheral edge portions of the first and second depressed cams 51, 59. This inhibits the amount of deformation of the parts during their pressing, and thus inhibits defective pressed products from being produced. Accordingly, the precision can be enhanced.

Besides, the contact surfaces of the first depressed cams 51 and the first projecting cams 52, which constitute the cam mechanism 49 provided between the centre cam plate 30 and the assist cam plate 50, as well as the contact surfaces of the second depressed cams 59 and the second projecting cams 60, which constitute the cam mechanism 58 provided between the centre cam plate 30 and the slipper cam plate 57, are formed in order to come into contact with each other when the assist cam plate 50 and the slipper cam plate 57 rotate relative to the centre cam plate 30. The oil discharging passages 76, 77 are provided to only the edge portion of the outer periphery of the disc part 30b of the centre cam plate 30.

This avoids decrease in the cam contact strength by ensuring that there are no oil discharging passages in the contact surfaces between the first depressed cams 51 and the first projecting cams 52, or the contact surfaces between the second depressed cams 59 and the second projecting cams 60. For this reason, the lubricity in the sliding-contact areas can be secured.

In addition, the first depressed parts 80 are formed in the assist cam plate in such a Way that each two neighbouring first depressed parts 80 are respectively situated in the two sides of the corresponding one of the first projecting -22 -cams 52. The second depressed parts 81 are formed in the slipper cam plate 57 in such a way that each two neighbouring second depressed parts 81 are respectively situated in the two sides of the corresponding one of the second projecting cams 60. For this reason, oil supplied to each of the first projecting cams 52 can be captured by, and held in, the corresponding two of the first depressed parts 80 which are respectively situated in the two sides of the first projecting cam 52. Oil supplied to each of the second projecting cams 60 can be captured by, and held in, the corresponding two of the second depressed parts 81 which are respectively situated in the two sides of the second projecting cam 60. Thereby, it is possible to secure oil which is sufficiently distributed to the first and second projecting cams 52, 60. This makes it possible to enhance the lubricity between the first depressed cams 51 and the first projecting cams 52, as well as between the second depressed cams 59 and the second projecting cams 60.

Furthermore, the outer peripheral edge portions of the first and second depressed parts 80, 81 are formed in such a way as to curve toward the sliding-contact area between the centre cam plate 30 and the guide ring 62. For this reason, oil accumulated in the first and second depressed cams 51, 59 can be actively supplied to the sliding-contact areas. Accordingly, it is possible to enhance the lubricity.

Moreover, the oil supplying passages 74 for supplying oil to the first projecting cams 52 of the assist cam plate 50 and the second projecting cams 60 of the slipper cam plate 57 are made in the boss part 30a of the centre cam plate 30 in such a way as to be oriented in a direction which tilts to the centre axis line of the assist cam plate 50 and slipper cam plate 57. For this reason, oil can be injected to the gaps between the first depressed cams 51 and the first projecting cams 52, as well as the gaps between the second depressed cams 59 and the second projecting cams 60, which need lubricity most. This makes it possible to prevent lack of lubricity which could otherwise occur due to shortage of oil.

Additionally, orifices 75 are installed in the respective oil supplying passages 74. For this reason, oil can be injected, sprayed and spread to the first and second projecting cams 52, 60 with a high pressure. Thereby, the overall lubricity can be enhanced between the first depressed cams 51 and the first projecting cams 52, as well as between the second depressed cams 59 and the second projecting cams 60.

Referring to Fig. 6, a description will be provided for a second embodiment of the present invention. Parts corresponding to those of the first embodiment will be only illustrated with the same reference numerals, and detailed descriptions for such parts will be omitted.

As through-holes connecting the inner surfaces to the outer surfaces of the first depressed cams 51, oil discharging passages 86 for discharging oil to the sliding-contact area between the inner periphery of the guide ring 62 and the outer periphery of the disc part 30b of the centre cam plate 30 are formed in outer peripheral edge portions of the first depressed cams 51 provided in one surface of the disc part 30b of the centre cam plate 30 which is common between the assist means 24 and the slipper means 25 included in this multi-plate clutch system 14B, respectively. In addition, similar oil discharging passages (not illustrated) are formed in outer peripheral edge portions of the second depressed cams 59 provided in the other surface of the disc part 30b.

In the second embodiment, the oil discharging passages 86 are made in each of the first and second depressed cams 51, 59 by providing therein through-holes each connecting the inner surface and outer surface of the corresponding one of the outer peripheral edge portions of the first and second depressed cams 51, 59. For this reason, oil inside the first and second depressed cams 51 59 can be securely supplied to the sliding-contact area between the inner periphery of the guide ring 62 and the outer periphery of the disc part 30b of the centre cam plate 30 regardless of the heights of the peripheral edge portions of the first and second depressed cams 51, 59.

Referring to Fig. 7, a description will be provided of a third embodiment of the present invention. Parts corresponding to those of the first and second embodiments will be only illustrated with the same reference numerals, and detailed

descriptions for such parts will be omitted.

A clutch inner 18B included in this multi-plate clutch system 14C includes: an engagement cylinder part 18a which engages the driven friction plates 20 with its outer periphery; and an integrally formed annular middle wall I 8c projecting radially inwards from an inner periphery of a middle portion of the engagement cylinder part 80a. An inner periphery of the annular middle wall 18c is in sliding contact with the outer periphery of the centre cam plate 30 which is common between the assist means 24 and the slipper means 35.

-24 -In addition, the stop rings 55, 87 engaged with the assist cam plate 50 and slipper cam plate 57 from the opposite sides from the annular middle wall 18c are put on the assist cam plate 50 and the slipper cam plate 57 between which the annular middle wall 1 8c is interposed, respectively. Out of the two stop rings 55, 87, the stop ring 55 to whose inner periphery the bearing member 56 for receiving the spring 48 is placed contiguous is formed with a circular cross section. The other stop ring 87 is formed with a rectangular cross section.

In addition, the first and second depressed cams 51, 59 are provided in the two sides of the disc part 30b of the centre cam plate 30 as in the first embodiment.

Furthermore, the oil discharging passages 76, 77 for guiding oil to the sliding-contact area between the centre cam plate 30 and the clutch inner 18B are provided in the outer peripheral edge portions of the depressed cams 51, 59, as in the first embodiment.

The third embodiment can achieve the fixing structures for the assist cam plate 50 and the slipper cam plate 57 in a smaller size with low costs by use of the stop rings 55, 87 in such a way that: the annular middle wall 18c provided in the clutch inner 1 8B is interposed between the assist cam plate 50 and the slipper cam plate 57 which are opposed to the two sides of the centre cam plate 30; the stop rings 55, 87 engaged with the assist cam plate 50 and the slipper cam plate 57 from the opposite sides from the annular middle wall 18c are attached to the clutch inner 18B; the stop ring 55 to whose inner periphery the bearing member 56 is placed contiguous is formed with the circular cross section, because the stop ring 55 is inhibited from deforming by being held by the bearing member 56; and the other stop ring 87 is formed with the rectangular cross section to prevent the stop ring 87 from coming off due to its deformation, and the rigidity of the stop ring 87 is accordingly increased.

Moreover, since the outer periphery of the centre cam plate 30 is in sliding contact with the inner periphery of the annular middle wall 18c of the clutch inner 18B, it is possible to prevent the displacement of the axes of the clutch inner 18B and the centre cam plate 30.

The alignment structure in which the inner peripheral surface of the clutch inner I 8B is in sliding contact with and held by the centre cam plate 30 enables oil which accumulates in the first and second depressed cams 51, 59 to be sufficiently supplied to the sliding-contact area between the centre cam plate 30 and the clutch inner 1 SB in such a way that oil is guided to the sliding-contact area between the centre cam plate 30 and the clutch inner 18B from the oil discharging passages 76, 77 provided in the outer peripheral edge portions of the first and second depressed cams 51, 59 which are made in the two sides of the disc part 30b of the centre cam plate 30. Thereby, the alignment structure can enhance the lubricity.

The foregoing descriptions have been provided to the embodiments of the present invention. However, the present invention is not limited to the above-described embodiments. Various design changes can be applied to the embodiments of the present invention without departing from the present invention recited in the attached claims.

Claims (11)

1. -26 -Claims 1. A multi-plate clutch system including: a clutch outer (17) connected to an input member (16); a clutch inner (18A, 18B) connected to an output member (11); a plurality of driving friction plates (19) engaged with the clutch outer (17) in such a way as to be movable in an axial direction, and to be non-rotatable relative to the clutch outer (17); a plurality of driven friction plates (20) interleaved with the driving friction plates (19), the driven friction plates (20) being engaged with the clutch inner (18A, 1 8B) in such a way as to be movable in the axial direction and to be non-rotatable relative to the clutch inner (18A, 18B); a pressure plate (22) movable in the axial direction in order to cause the driving friction plates (19) and the driven friction plates (20) to frictionally engage with each other by bringing the driving friction plates (19) and the driven friction plates (20) into pressure contact with each other; a clutch spring (23) for biasing the pressure plate (22) in a direction in which the pressure plate (22) brings the driving friction plates (19) and the driven friction plates (20) into pressure contact with each other; and at least one of an assist means (24) and a slipper means (25), the assist means (24) being for increasing a pressure-contact force of the pressure plate (22) when torque for acceleration is changed, and the slipper means (25) being for decreasing the pressure-contact force of the pressure plate (22) when torque for deceleration is changed, wherein at least one of the assist means (24) and the slipper means(25) has paired cam plates (30, 50) which are opposed to each other in the axial direction, out of the paired cam plates (30, 50), one cam plate (50) is inserted in the clutch inner (18A, 18B), and is engaged with the clutch inner (18A, 18B) in such a way as to be non-rotatable relative to the clutch inner (1BA, 18B), and a stop ring (55) engaged with the one cam plate (50) is accommodated in an inner periphery of the clutch inner (18A, 18B) in order to block the cam plate (50) from moving relative to the clutch inner (18A, 18B) in such an axial direction that the one cam plate (50) would detach from the other cam plate (30).

   -27 -
2. 2. The multi-plate clutch system according to claim 1, comprising: a spring (48) for biasing the clutch inner (18A, 18B) in the axial direction with the one cam plate (50) being interposed in between; and an annular bearing member (56) for bearing an end portion of the spring (48) on the clutch inner (18A, 18B) side, wherein the bearing member (56) is in contact with an inner periphery of the stop ring (55).
3. 3. The multi-plate clutch system according to claim 2, wherein an annular depressed part (54) in which the stop ring (55) is accommodated is provided in the inner periphery of the clutch inner (18A, 18B), and the bearing member (56) is formed to have an outer diameter which is equal to an inner diameter of the stop ring (55) accommodated in the annular depressed part (54).
4. 4. The multi-plate clutch system according to any one of claims 2 and 3, wherein an axial length of the bearing member (56) is set to be larger than an axial width of an opening of the annular depressed part (54).
5. 5. The multi-plate clutch system according to any one of claims 2 to 4, comprising both of the assist means (24) and the slipper means (25), and wherein stop rings (55, 87) engaged with an assist cam plate (50) and a slipper cam plate (57) from the opposite sides from an annular middle wall (18c) are respectively attached to the assist cam plate (50) and the slipper cam plate (57), the assist cam plate (50) and the slipper cam plate (57) being opposed to the two sides of a centre cam plate (30) fixed to the output member (11), the centre cam plate (30) being common between the assist means (24) and the slipper means (25), the annular middle wall (18c) being provided to the clutch inner (18B), the annular middle wall (18c) being interposed between the assist cam plate (50) and the slipper cam plate (57), and out of the two stop rings (55, 87), the stop ring (55) to whose inner periphery the bearing member (56) is placed contiguously is formed with a circular cross section, and the other stop ring (87) is formed with a rectangular cross section.
6. 6. The multi-plate clutch system according to claim 5, wherein an outer periphery of the centre, cam plate (30) is in contact with an inner periphery of the annular middle wall (18c).
7. 7. The multi-plate clutch system according to any one of claims 1 to 4, comprising both of the assist means (24) and the slipper means (25), and wherein an assist cam plate (50) and a slipper cam plate (57) respectively opposed to the two sides of a centre cam plate (30) are fixed to the clutch inner(18A) in such a way as to be held between an annular support wall (18b) provided to the clutch inner (18A) and the stop ring (55) attached to the clutch inner (iSA), the centre cam plate (30) being common between the assist means (24) and the slipper means (25), and being fixed to the output member (11).
8. 8. The multi-plate clutch system according to claim 7, wherein an annular guide ring (62) interposed between the assist cam plate (50) and the slipper cam plate (57) is placed between the outer periphery of the centre cam plate (30) and the inner periphery of the clutch inner (18A).
9. 9. The multi-plate clutch system according to any one of claims 7 and 8, wherein outer peripheries respectively of the assist cam plate (50) and the slipper cam plate (57) are spline-engaged to the inner periphery of the clutch inner (18A), and out of the assist cam plate (50) and the slipper cam plate (57), a width of the spline engagement of one cam plate (57) to the clutch inner (18) is set smaller to a width of the spline engagement of the other cam plate (50) to the clutch inner (18), the one cam plate (57) being placed at the side of the annular support wall (18b) provided to the clutch inner (18A).
10. 10. The multi-plate clutch system according to any one of claims 7 to 9, wherein an inner peripheral surface of the annular support wall (1 8b) provided to the clutch inner (18A) is in sliding contact with' the pressure plate (22).
11. 11. A multi-plate clutch system substantially as described herein with reference to the accompanying drawings.