JPS5913139A - Centrifugal multiple disc clutch - Google Patents
Centrifugal multiple disc clutchInfo
- Publication number
- JPS5913139A JPS5913139A JP12243582A JP12243582A JPS5913139A JP S5913139 A JPS5913139 A JP S5913139A JP 12243582 A JP12243582 A JP 12243582A JP 12243582 A JP12243582 A JP 12243582A JP S5913139 A JPS5913139 A JP S5913139A
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- plate
- spring
- deflection
- load
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D43/00—Automatic clutches
- F16D43/02—Automatic clutches actuated entirely mechanically
- F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
- F16D43/06—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like
- F16D43/08—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces
- F16D43/10—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces the centrifugal masses acting directly on the pressure ring, no other actuating mechanism for the pressure ring being provided
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、複数のクラッチ板及び摩擦板を交互に配列し
た遠心式多板クラッチに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a centrifugal multi-plate clutch in which a plurality of clutch plates and friction plates are arranged alternately.
クラッチを小型化するために、クラッチ板及び摩擦板を
それぞれ複数枚交互に配列した多板クラッチがある。こ
のような多板クラッチでは外径の小さい割りに大きなト
ルク容量を得ることができる反面、クラッチ接続時のシ
ョックが単板クラッチに比べて大きくなり易い。In order to downsize the clutch, there is a multi-disc clutch in which a plurality of clutch plates and friction plates are alternately arranged. Although such a multi-disc clutch can obtain a large torque capacity despite its small outer diameter, the shock at the time of clutch engagement tends to be larger than that of a single-disc clutch.
一方遠心式クラッチでは、重錘に作用する遠心力と、ク
ラッチばねのばね力とのバランスによって、クラッチ板
および摩擦板の押圧力すなわち摩擦面圧力を得ている。On the other hand, in a centrifugal clutch, the pressing force of the clutch plate and the friction plate, that is, the friction surface pressure is obtained by the balance between the centrifugal force acting on the weight and the spring force of the clutch spring.
しかし多板式でかつ遠心式のクラッチを構成すると、前
記のように多板式のものはクラッチが急に接続する傾向
があるため、摩擦板の摩耗の増加や、各部品の寸法精度
のばらつきなどにより、ストール回転数（クラッチが接
続開始して所定トルクの伝達が可能になる回転速度）が
大きく変動するという問題がある。すなわち従来のもの
は、クラッチ板および摩擦板の一方の端板を押圧するク
ラッチばねに円筒コイルばねを使用していた。このコイ
ルばねは直線状のたわみ一荷重特性を持っているため、
摩擦板の摩耗や部品寸法のばらつきによりばねのたわみ
量が僅かに変わると、荷重すなわち摩擦面圧力が大きく
変化するからである。このためこのクラッチを自動二輪
車などの車輌に適用した場合には、発進可能なエンジン
回転数（ストール回転数）の車輌毎の変動が大きくなる
という問題が生じる。However, when a multi-disc centrifugal clutch is constructed, as mentioned above, multi-disc clutches tend to engage suddenly, resulting in increased friction plate wear and variations in the dimensional accuracy of each component. However, there is a problem in that the stall rotational speed (the rotational speed at which the clutch starts to engage and can transmit a predetermined torque) varies greatly. That is, in the conventional clutch spring, a cylindrical coil spring is used for the clutch spring that presses one end plate of the clutch plate and the friction plate. This coil spring has a linear deflection-load characteristic, so
This is because if the amount of deflection of the spring changes slightly due to wear of the friction plates or variations in component dimensions, the load, that is, the friction surface pressure will change significantly. Therefore, when this clutch is applied to a vehicle such as a motorcycle, a problem arises in that the engine speed at which the vehicle can start (stall speed) varies greatly from vehicle to vehicle.
またクラッチばねにコイルばねを使った場合、クラッチ
回転時の遠心力でこのフィルばねが変形してばね特性が
変化したり、構造が複雑になって組立性が悪くなるとい
う問題もあった。Furthermore, when a coil spring is used as the clutch spring, there are problems in that the fill spring is deformed by centrifugal force when the clutch rotates, changing the spring characteristics, and the structure becomes complicated, making assembly difficult.
本発明はこのような事情に鑑みなされたものであり、部
品の寸法のばらつきや、摩擦板の摩耗量の変化によるス
トール回転数の変動を小さくでき、また回転時の遠心力
によるばね特性の変化がなく、構造が簡単で組立性にも
優れる遠心式多板クラッチを提供することを目的とする
。The present invention was developed in view of these circumstances, and it is possible to reduce fluctuations in stall rotational speed due to variations in component dimensions and changes in the amount of wear of friction plates, and also to reduce changes in spring characteristics due to centrifugal force during rotation. The purpose of the present invention is to provide a centrifugal multi-disc clutch that has no problems, has a simple structure, and is easy to assemble.
本発明はこの目的を達成するため、複数のクラッチ板お
よび摩擦板の一方をクラッチハウジングにまた他方をク
ラッチポスに係止し、これらクラッチ板および摩擦板の
一方の端板を重錘の遠心力による変位によって押圧する
一方、他方の端板をクラッチばねによって押圧する遠心
式多板クラッチにおいて、前記クラッチばねを皿ばねと
し、この皿ばねには所定のたわみ範囲で荷重変化が略零
となる略３次曲線状のたわみ・荷重特性を持たせたもの
である。以下図示の実施例に基づき、本発明の詳細な説
明する。In order to achieve this object, the present invention locks one of a plurality of clutch plates and friction plates to a clutch housing and the other to a clutch post, and applies centrifugal force of a weight to one end plate of the clutch plates and friction plates. In a centrifugal multi-disc clutch in which one end plate is pressed by a clutch spring and the other end plate is pressed by a clutch spring, the clutch spring is a disc spring, and the disc spring has an approximately zero load change within a predetermined deflection range. It has cubic curve-like deflection and load characteristics. The present invention will be described in detail below based on the illustrated embodiments.
第１図は本発明を適用した自動二輪車用動力伝達装置の
断面図、第２図はそのクラッチの拡大図−第３図はこの
クラッチのクラッチポスおよびクラッチハウジングの■
矢視図、また第４図は皿ばねのひずみ・荷重特性を示す
図である。Fig. 1 is a sectional view of a power transmission device for a motorcycle to which the present invention is applied, Fig. 2 is an enlarged view of its clutch, and Fig. 3 is a clutch post and clutch housing of this clutch.
The arrow view and FIG. 4 are diagrams showing the strain/load characteristics of the disc spring.
第１図で符号１０はエンジンユニットであって、エンジ
ン１２およびこのエンジン１２と一体に形成された動力
伝達装置１４とを備える。１６はピストン、１８はクラ
ンク軸である。In FIG. 1, reference numeral 10 denotes an engine unit, which includes an engine 12 and a power transmission device 14 formed integrally with the engine 12. 16 is a piston, and 18 is a crankshaft.
動力伝達装置１４のケース２０には被動軸２２、後輪軸
２４がクランク軸１８と平行に保持されている。被動軸
２２の軸端には本発明に係る乾式多板クラッチ２６が取
付けられている。クランク軸１８の回転はＶベルト式無
段変速機２８によりクラッチ２６へ伝えられる。このク
ラッチ２６は後記するように自動遠心式のものであって
、エンジン１２の回転速度の上昇によって自動的に接、
、続を開始し、クランク軸１８の回転を被動軸２２に伝
える。被動軸２２の回転は減速歯車３０．３２を介して
倖輪軸２４．へ伝えられる。この後輪軸２４には後輪（
図示せず）がを付けられている。 。A driven shaft 22 and a rear wheel shaft 24 are held in a case 20 of the power transmission device 14 in parallel with the crankshaft 18 . A dry multi-plate clutch 26 according to the present invention is attached to the shaft end of the driven shaft 22. The rotation of the crankshaft 18 is transmitted to the clutch 26 by a V-belt type continuously variable transmission 28. This clutch 26 is of an automatic centrifugal type as will be described later, and is automatically engaged as the rotational speed of the engine 12 increases.
, the rotation of the crankshaft 18 is transmitted to the driven shaft 22. The rotation of the driven shaft 22 is controlled by the cutter shaft 24.3 through reduction gears 30.32. will be communicated to. This rear wheel shaft 24 has a rear wheel (
(not shown) is attached. .
次にＶベルト式無段変速機２８を説明する０この変速機
２８は、クランク軸１８に装着された駆動シーブ３４と
、被動軸１２に装着された被動シー１３６と、両シープ
３４．３６に巻掛けられ、た■ベルト３８とを備える。Next, the V-belt type continuously variable transmission 28 will be explained. This transmission 28 consists of a drive sheave 34 attached to the crankshaft 18, a driven sheave 136 attached to the driven shaft 12, and both sheaves 34 and 36. A belt 38 is provided.
駆動シーブ３４は、互いに対向する固舅テイスク３４ａ
およびクランク軸１８上を軸方、向に摺動する可動ディ
スク３４ｂとを備え、両ディスク３４ ａ％／Ｊ ３１
４１：ｂ間にＶベルト３８カニ挾、持される。可動ディ
スク３４ｂの外側には、クランク軸１８に固定されたス
パイダ４０力位置し、このスパイダ４０の放射状に延び
る腕は、可動ディスク３４ｂの外側面にクランク軸１８
と平行に形成された摺動溝４２に係合している。このス
パイダ４０と可動ディスク３４ｂ外側面との間には球４
４が保持、され、球４４が半径方向へ移動すると、この
球４４がスパイダ４０に案内されて可動ディスク３４ｂ
を固定ディスク３４ａ方向へ摺動させる。The drive sheave 34 has rigid teeth 34a facing each other.
and a movable disk 34b that slides in the axial direction on the crankshaft 18, both disks 34 a%/J 31
41:38 V-belt clamps are held between b. A spider 40 fixed to the crankshaft 18 is located on the outside of the movable disk 34b, and the radially extending arms of the spider 40 are attached to the crankshaft 18 on the outside of the movable disk 34b.
It engages with a sliding groove 42 formed parallel to the . A ball 4 is disposed between the spider 40 and the outer surface of the movable disk 34b.
4 is held and the ball 44 moves in the radial direction, the ball 44 is guided by the spider 40 and moves toward the movable disk 34b.
is slid toward the fixed disk 34a.
被動シー１３６は固定ディスク３６ａと可動ディスク３
６ｂとを備える。固定ディスク３６ａは、被動軸２２の
軸上に回転自在に保持された円筒４６９一端に固着され
ている。この円筒４６の他端には後間するクラッチ２６
のクラッチハウジング６０が固定されている。可動ディ
スク３６ｂは１、円筒４６上を摺動する円筒状の摺動部
材４８に固定され、このディスク３６ｂとクラッチハウ
ジン５グ６．０との間に、コイルばね５０が縮装されて
いる。The driven sea 136 has a fixed disk 36a and a movable disk 3.
6b. The fixed disk 36a is fixed to one end of a cylinder 469 rotatably held on the axis of the driven shaft 22. At the other end of this cylinder 46 is a clutch 26 which is located behind the cylinder 46.
A clutch housing 60 is fixed. The movable disk 36b is fixed to a cylindrical sliding member 48 that slides on a cylinder 46, and a coil spring 50 is compressed between the disk 36b and the clutch housing 5.0.
、な都５．２は摺動部材４８の軸方向に形成された長）
・・、溝、５４呻円筒４６に保持されこの長溝５２内を
転勤するローラであり、このローラ５４は摺動部材４８
に円筒４６の回転を伝える。, 5.2 is the length formed in the axial direction of the sliding member 48)
..., groove, 54 A roller that is held in the cylinder 46 and moves within this long groove 52, and this roller 54 is connected to the sliding member 48.
The rotation of the cylinder 46 is transmitted to.
この結果、クランク軸１８の低速回転時には、駆動、シ
ーブ３４の球４４に作用する遠心力が小さいので、被動
シーブ３６のばね５０のばね力がこの球４４の遠心力に
打勝ち、可動ディスク３６ｂが固定ディスク３６ａに接
近する。すなわち減速比は大きくなる。またクランク軸
１８の回転上昇に伴ない、球４４の遠心力が増加し、こ
の遠心力かばね５０のばね力に打勝つと、駆動シーブ３
４の可動ディスク３４ｂが固定ディスク３４ａに接近す
る。これに伴ない被動シーブ３６の可動ディスク３６ｂ
はばね５０を押して固定ディスク３６ａより離れる。従
って減速比は小さくなる。As a result, when the crankshaft 18 rotates at a low speed, the centrifugal force acting on the ball 44 of the driving sheave 34 is small, so the spring force of the spring 50 of the driven sheave 36 overcomes the centrifugal force of the ball 44, and the movable disc 36b approaches the fixed disk 36a. In other words, the reduction ratio becomes larger. Further, as the rotation of the crankshaft 18 increases, the centrifugal force of the ball 44 increases, and when this centrifugal force or the spring force of the spring 50 is overcome, the driving sheave 3
No. 4 movable disk 34b approaches fixed disk 34a. Along with this, the movable disk 36b of the driven sheave 36
pushes the spring 50 and moves away from the fixed disk 36a. Therefore, the reduction ratio becomes smaller.
次に乾式多板クラッチ２６を説明する。このクラッチ２
６は、ＦＩ筒４８に固定されたクラッチハウジング６０
と、被動軸２２の軸端に固定されたクラッチボス６２と
を備える。クラッチボス６２はその周縁部が、被動軸２
２と略平行にクラッチハウシング６０側へ突出した筒状
部６４となっている。この筒状部６４の外周には、第３
図に示すように被動軸２２と平行に多数の溝６６が形成
されている。またこの筒状部６４には、溝６６の底と、
この筒状部６４内面とを連通ずる複数の通気孔６８が形
成され、この通気孔６８はまたクラッチボス６２の側面
に開口している。Next, the dry type multi-disc clutch 26 will be explained. This clutch 2
6 is a clutch housing 60 fixed to the FI cylinder 48
and a clutch boss 62 fixed to the shaft end of the driven shaft 22. The peripheral edge of the clutch boss 62 is connected to the driven shaft 2.
2 and is a cylindrical portion 64 that protrudes toward the clutch housing 60 side substantially parallel to the clutch housing 60 side. On the outer periphery of this cylindrical portion 64, a third
As shown in the figure, a large number of grooves 66 are formed parallel to the driven shaft 22. Further, this cylindrical portion 64 has a bottom of the groove 66,
A plurality of ventilation holes 68 are formed to communicate with the inner surface of the cylindrical portion 64, and the ventilation holes 68 are also open on the side surface of the clutch boss 62.
クラッチハウジング６０はその周縁部に筒状部７０を備
え、この筒状部７０は前記ボス６２の筒状部６４と平行
に突出し、両筒状部７０．６２間に複数のクラッチ板７
２および摩擦板７４の収容部７６が形成される。これら
クラッチ板７２と摩擦板７４は、それぞれ円筒部７０の
内周面に形成された溝７８を、前記ボス６２の溝６６に
係合し、交互に配列されている。収容部７６の底側に位
置する一方の部端板としてのクラッチ板７２ａと、クラ
ッチハウジング６０の底に形成されたカム面８０との間
には円筒状の複数の重錘８２が配列されている。このカ
ム面８０は、重錘８２が遠心力で半径方向外側へ移動し
た時重錘８２をクラッチ板７２側へ移動させる。収容部
７６の開口側の他方の端板としてのクラッチ板７２ｂに
は、皿ばね８４の内周縁が当接し、この皿ばね８４の外
周縁はクラッチハウジング６０の筒状部７０内面に固定
された市め輪８６に当接している。なおこのクラッチ板
７２ｂは溝７８に形成された段部８８に当接して（第２
図の上側）、収容部７６内方への移動が規制される。The clutch housing 60 is provided with a cylindrical portion 70 on its peripheral edge, this cylindrical portion 70 protrudes in parallel with the cylindrical portion 64 of the boss 62, and a plurality of clutch plates 7 are arranged between the two cylindrical portions 70, 62.
2 and a housing portion 76 for the friction plate 74 are formed. These clutch plates 72 and friction plates 74 are arranged alternately so that grooves 78 formed on the inner circumferential surface of the cylindrical portion 70 engage with grooves 66 of the boss 62, respectively. A plurality of cylindrical weights 82 are arranged between a clutch plate 72a serving as one end plate located on the bottom side of the housing portion 76 and a cam surface 80 formed at the bottom of the clutch housing 60. There is. This cam surface 80 moves the weight 82 toward the clutch plate 72 when the weight 82 moves radially outward due to centrifugal force. The inner peripheral edge of a disc spring 84 is in contact with the clutch plate 72b serving as the other end plate on the opening side of the housing part 76, and the outer peripheral edge of the disc spring 84 is fixed to the inner surface of the cylindrical part 70 of the clutch housing 60. It is in contact with the city ring 86. Note that this clutch plate 72b comes into contact with a step 88 formed in the groove 78 (the second
(upper side of the figure), inward movement of the accommodating portion 76 is restricted.
皿はね８４は、第４図に曲線Ａで示すように略３次曲線
状のびずみＸに対する荷重Ｆの変化特性を持ち、所定の
ひずみ範囲ａ内においては、荷重Ｆは略一定となる。な
おこσ第４図には、従来のコイルばねのひずみ・荷重特
性を、破線Ｂで示しである。また前記重錘８２が転動す
るカム面８０には、所定の回転速度以上になると重錘８
２が当ってこの重錘８２の変位を規制するストッパ８０
ａが形成されている。重錘８２がこのストッパ、８０ａ
に当たる時の皿ばね８４のたわみ、Ｍを、前記たわみ範
囲ａの終端に設定し、またストール回転速度でのたわみ
Ｘ（Ｓ）を前端に設定すれば、クラッチ２６は範囲ａで
使用されることになるから、荷重Ｆ１すなわち摩擦面圧
力が一定になる。As shown by curve A in FIG. 4, the disk spring 84 has a substantially cubic curve-like change characteristic of load F with respect to strain X, and within a predetermined strain range a, load F is approximately constant. In Fig. 4, the strain/load characteristics of a conventional coil spring are shown by a broken line B. In addition, the cam surface 80 on which the weight 82 rolls has a structure in which the weight 82 rotates when the rotation speed exceeds a predetermined rotation speed.
A stopper 80 that restricts the displacement of this weight 82 by contacting the stopper 80
a is formed. The weight 82 is this stopper, 80a
If the deflection, M, of the disc spring 84 when it hits is set at the end of the deflection range a, and the deflection X(S) at the stall rotational speed is set at the front end, the clutch 26 can be used in the range a. Therefore, the load F1, that is, the friction surface pressure becomes constant.
また両端のクラッチ板７２ａ、７２ｂ間には、第２図下
側に示すように戻しばね９０が縮装されている。クラッ
チ板７２ａには、この戻しばね！−９０のガイドビン９
２が固定されている。Further, a return spring 90 is compressed between the clutch plates 72a and 72b at both ends, as shown in the lower side of FIG. The clutch plate 72a has this return spring! -90 guide bin 9
2 is fixed.
クラッチハウジング６０には、収容部７６より内径側に
位置し、クラッチボス６２側へ突出するファン９４が形
成されている。またクラッチボス６２には、この７アン
９４よりも内径側に位置する多数の空気流入孔９６が形
成されている。A fan 94 is formed in the clutch housing 60 and is located on the inner diameter side of the housing portion 76 and projects toward the clutch boss 62 side. Further, the clutch boss 62 is formed with a large number of air inflow holes 96 located on the inner diameter side of the seventh hole 94.
次に本実施例の動作を説明する。エンジン１２の低速時
には変速機２８の減速比は大きく被動シーブ３６、クラ
ッチハウジング６ｏも低速で回転する。このため重錘８
２の遠心力が小さくクラッチ板７２ａは戻しばね９２に
より重錘８２側へ戻される（第２図上側の状態）。この
結果クラッチ板７２と摩擦板７４とが離隔しクラッチ２
６は切れる。この状態においてファン９４は、空気流入
孔９６から空気を吸い込み、半径方向へ送る。すなわち
この空気は、その一部が通気孔６８、溝６６との間や、
ハウジング６ｏとボス６２との間を通って収容部７０内
に流れ、クラッチ板７２、摩擦板７４を冷却した後、溝
７８を通って外部へ流出する。またファン９４で送られ
た空気の一部は通気孔６８から外へ流出する。Next, the operation of this embodiment will be explained. When the engine 12 is running at a low speed, the reduction ratio of the transmission 28 is large and the driven sheave 36 and clutch housing 6o also rotate at a low speed. For this reason, the weight 8
Since the centrifugal force of 2 is small, the clutch plate 72a is returned to the weight 82 side by the return spring 92 (the upper state in FIG. 2). As a result, the clutch plate 72 and the friction plate 74 are separated, and the clutch 2
6 can be cut. In this state, the fan 94 sucks air from the air inflow hole 96 and sends it in the radial direction. In other words, part of this air is between the ventilation holes 68 and the grooves 66,
It flows into the housing part 70 through the space between the housing 6o and the boss 62, cools the clutch plate 72 and the friction plate 74, and then flows out through the groove 78. Further, a part of the air sent by the fan 94 flows out through the ventilation hole 68.
エンジン１２の回転上昇に伴ない、ハウジング６０の回
転も上昇する。このため重錘８２の遠心力が増加し、遂
にこの遠心力が戻しばね９０のばね力に打勝つとクラッ
チ板７２ａは第２図で左方へ移動し、クラッチ板７２と
摩擦板７４との接触圧が上昇する。さらに回転速度が上
昇するとクラッチ板７２と摩擦板７４全体が皿ばね８４
を変形させつつ皿ばね８４側へ移動する。従ってこの量
器ばね８４のばね力が、クラッチ板７２と摩擦板７４と
の接触圧となる。そしてさらに回転速度が上昇するとク
ラッチ２６は完全に接続されるが、クラッチ２６の接続
開始後のすべりによりクラッチ板７２、摩擦板７４に発
生する熱は、ファン９４に送られる空気により強制的に
放散される。As the rotation of the engine 12 increases, the rotation of the housing 60 also increases. Therefore, the centrifugal force of the weight 82 increases, and when this centrifugal force finally overcomes the spring force of the return spring 90, the clutch plate 72a moves to the left in FIG. Contact pressure increases. When the rotational speed further increases, the entire clutch plate 72 and friction plate 74 become disc springs 84.
while deforming it, it moves toward the disc spring 84 side. Therefore, the spring force of the meter spring 84 becomes the contact pressure between the clutch plate 72 and the friction plate 74. When the rotational speed further increases, the clutch 26 is fully connected, but the heat generated in the clutch plate 72 and friction plate 74 due to slippage after the clutch 26 starts to engage is forcibly dissipated by the air sent to the fan 94. be done.
従って摩擦板７４の摩擦係数が熱により変化することが
なく、安定したクラッチ断続特性が得られると共に、摩
擦板の焼損を防ぐことができる。Therefore, the friction coefficient of the friction plate 74 does not change due to heat, and stable clutch engagement/disconnection characteristics can be obtained, and burnout of the friction plate can be prevented.
クラッチハウジング６０がストール回転数になると皿ば
ね８４のたわみＸはｘ （Ｓ）となり、クラッチ２６の
接続が始まる。そして十分高い所定のエンジン回転速度
になると重錘８２はカム面８０の（１１）
ストッパ８０ａに当たり、皿ばね８４のひずみＸはＸ１
Ｍ１となる。このひずみｘＩＭｌは荷重Ｆが略一定とな
る範囲ａ内なので、摩擦面圧力も一定となる。When the clutch housing 60 reaches the stall rotational speed, the deflection X of the disc spring 84 becomes x (S), and the clutch 26 starts to be connected. When the engine speed reaches a sufficiently high predetermined speed, the weight 82 hits the stopper 80a (11) on the cam surface 80, and the strain X in the disc spring 84 becomes X1.
It becomes M1. Since this strain xIMl is within the range a where the load F is approximately constant, the friction surface pressure is also constant.
従ってその後エンジン速度が上昇しても、クラッチ２６
の伝達トルクは以後増加しない。すなわちストッパ８０
ａは伝達トルクの最大値を制限する作用を持つ。このた
め、急激な発進などにより過大なトルクが後輪駆動系に
加わるのを防止できる。Therefore, even if the engine speed increases thereafter, the clutch 26
The transmitted torque will not increase thereafter. That is, the stopper 80
a has the effect of limiting the maximum value of the transmitted torque. Therefore, it is possible to prevent excessive torque from being applied to the rear wheel drive system due to a sudden start or the like.
また摩擦板７４の摩耗が進んで皿ばね８４のたわみＸが
減っても、範囲ａの直前での荷重変化はほとんどない。Further, even if the friction plate 74 wears out and the deflection X of the disc spring 84 decreases, there is almost no change in the load just before the range a.
従ってストール回転数の変動も少ない。さらに部品の寸
法のばらつきがあっても、皿ばね８４のばね特性を十分
品質管理しておけば、ジング６０内に止め輪８６で固定
するだけなので構成が簡単で組立性が良い。Therefore, fluctuations in stall rotational speed are also small. Furthermore, even if there are variations in the dimensions of the parts, if the spring characteristics of the disc spring 84 are sufficiently quality controlled, the structure is simple and easy to assemble because it is simply fixed within the ring 60 with the retaining ring 86.
この実施例は乾式クラッチに本発明を適用したものであ
るが、本発明は湿式クラッチに適用したものも包含する
ものである。In this embodiment, the present invention is applied to a dry type clutch, but the present invention also includes an application to a wet type clutch.
（１２）
本発明は以上のように、クラッチばねを皿ばねとし、こ
の皿ばねには所定範囲ａで荷重の変化が略零となる略３
次曲線状のたわみ一荷重特性を持たせたものである。こ
のためこの範囲ａの前端・Ｘ［Ｆ］）付近がストール回
転速度に対応するように設定することにより、部品寸法
のばらつきや摩擦板の摩耗増加に対しても、ストール回
転速度の変動が少なくなり、また構成簡単で組立性も良
好になる。(12) As described above, in the present invention, the clutch spring is a disc spring, and the disc spring has a force of approximately 3.5 cm, in which the change in load becomes approximately zero within a predetermined range a.
It has a deflection-load characteristic of the following curve. Therefore, by setting the area near the front end of this range a (X[F]) to correspond to the stall rotation speed, fluctuations in the stall rotation speed can be minimized even with variations in component dimensions and increased friction plate wear. Furthermore, the structure is simple and the assembly is easy.
第１図は本発明を適用した実施例の断面図、第２図はそ
のクラッチの断面図、第３図は多ラッチハウジングおよ
びクラッチボスの■矢視図、また第４図は皿ばねたわみ
一荷重特性図である。
２６・・・クラッチ、 ７２・・・クラッチ板、７２ａ
ｓ７２ｂ・・・端板としてのクラッチ板、７４・・・摩
擦板、 ８２・・・重錘、 ８４・・・皿ばね。
□
特許出願人 ヤマハ発動機株式会社：代理人 弁理士
山田文雄
第４図
１１
： 手続補正書
昭柘７年８月 ６日
特許庁長官若杉和夫殿
′１．事件の表示
昭和５７年特 許願第１２２４３５号
２、発明の名称 遠′仁゛式多板＆７７９３、補正をす
る者
事件との関係 特許出願人
７リガナ
住 所 静岡県磐田市新貝２５００番地氏 名（名称
）（ＡＯ７）ヤマハ発動機株式会社代表者 小池 久雄
４°代 理 人〒１ｏｓ ｍ 話０３（５９１）７５
５６５、 補正命令の日付 自 発
６、 補正により増加する発明の数 ０７、補正の対象
明細書」陳壜
８、補正の内容
別紙のとおり、願書および明細書を浄書する。Fig. 1 is a cross-sectional view of an embodiment to which the present invention is applied, Fig. 2 is a cross-sectional view of the clutch, Fig. 3 is a view of the multi-latch housing and clutch boss in the direction of the ■ arrow, and Fig. 4 is a disc spring deflection diagram. It is a load characteristic diagram. 26...Clutch, 72...Clutch plate, 72a
s72b...clutch plate as end plate, 74...friction plate, 82...weight, 84...disc spring. □ Patent applicant Yamaha Motor Co., Ltd.: Agent Patent attorney Fumio Yamada Figure 4 11: Procedural amendment dated August 6, 1932 Kazuo Wakasugi, Commissioner of the Patent Office'1. Display of the case 1982 Patent Application No. 122435 2, Title of the invention Far-end type multi-plate &7793, Person making the amendment Relationship to the case Patent applicant 7 Rigana Address 2500 Shingai, Iwata City, Shizuoka Prefecture Name ( Name) (AO7) Yamaha Motor Co., Ltd. Representative Hisao Koike 4° Representative Person 〒1osm Story 03 (591) 75
565. Date of amendment order Vol. 6. Number of inventions increased by amendment 07. Specification subject to amendment" Chen Li 8. Contents of amendment The application and specification shall be inscribed as shown in the attached sheet.
Claims (1)
グにまた他方をクラッチボスに係止し、これらクラッチ
板及び摩擦板の一方の端板を重錘の遠心力による変位に
よって押圧する一方、他方の端板をクラッチばねによっ
て押圧する遠心式多板クラッチにおいて、前記クラッチ
ばねを皿ばねとし、この皿ばねには所定のたわみ範囲で
荷重変化が略零となる略３次曲線状のたわみ・荷重特性
を持たせたことを特徴とする遠心式多板クラッチ。One of a plurality of clutch plates and friction plates is locked to a clutch housing and the other to a clutch boss, and one end plate of these clutch plates and friction plates is pressed by displacement due to centrifugal force of a weight, while the other end is pressed. In a centrifugal multi-plate clutch in which a plate is pressed by a clutch spring, the clutch spring is a disc spring, and the disc spring has deflection/load characteristics in the form of a substantially cubic curve in which the load change is approximately zero within a predetermined deflection range. A centrifugal multi-disc clutch featuring the following features:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12243582A JPS5913139A (en) | 1982-07-14 | 1982-07-14 | Centrifugal multiple disc clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12243582A JPS5913139A (en) | 1982-07-14 | 1982-07-14 | Centrifugal multiple disc clutch |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5913139A true JPS5913139A (en) | 1984-01-23 |
Family
ID=14835771
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12243582A Pending JPS5913139A (en) | 1982-07-14 | 1982-07-14 | Centrifugal multiple disc clutch |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5913139A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20100089680A1 (en) * | 2008-10-10 | 2010-04-15 | Yamaha Hatsudoki Kabushiki Kaisha | Centrifugal multi-plate friction clutch and vehicle equipped with the same |
| EP2175155A3 (en) * | 2008-10-10 | 2011-01-05 | Yamaha Hatsudoki Kabushiki Kaisha | Centrifugal friction clutch |
| CN106065905A (en) * | 2015-04-24 | 2016-11-02 | 杨裕修 | Dry clutch with coaxial fixed surface contact type passive clutch plate for saddle vehicle |
| JP2020143758A (en) * | 2019-03-08 | 2020-09-10 | 株式会社エクセディ | Centrifugal clutch and pulley device |
| JP2020143757A (en) * | 2019-03-08 | 2020-09-10 | 株式会社エクセディ | Pulley device |
-
1982
- 1982-07-14 JP JP12243582A patent/JPS5913139A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20100089680A1 (en) * | 2008-10-10 | 2010-04-15 | Yamaha Hatsudoki Kabushiki Kaisha | Centrifugal multi-plate friction clutch and vehicle equipped with the same |
| EP2175155A3 (en) * | 2008-10-10 | 2011-01-05 | Yamaha Hatsudoki Kabushiki Kaisha | Centrifugal friction clutch |
| US8256597B2 (en) | 2008-10-10 | 2012-09-04 | Yamaha Hatsudoki Kabushiki Kaisha | Friction clutch and vehicle equipped with the same |
| US8317009B2 (en) * | 2008-10-10 | 2012-11-27 | Yamaha Hatsudoki Kabushiki Kaisha | Centrifugal multi-plate friction clutch and vehicle equipped with the same |
| CN106065905A (en) * | 2015-04-24 | 2016-11-02 | 杨裕修 | Dry clutch with coaxial fixed surface contact type passive clutch plate for saddle vehicle |
| JP2016205622A (en) * | 2015-04-24 | 2016-12-08 | 楊裕修 | Dry clutch mounted with coaxial fixation surface contact type passive clutch plate |
| DE102016107573B4 (en) | 2015-04-24 | 2019-02-07 | Yu-Hsiu Yang | With coaxially mounted, surface-contacting, driven clutch disc dry clutch for vehicles with saddle |
| JP2020143758A (en) * | 2019-03-08 | 2020-09-10 | 株式会社エクセディ | Centrifugal clutch and pulley device |
| JP2020143757A (en) * | 2019-03-08 | 2020-09-10 | 株式会社エクセディ | Pulley device |
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