JP2012163139A - Clutch device - Google Patents

Abstract

The present invention provides a clutch device capable of simplifying the configuration and preventing an increase in manufacturing cost and improving the workability of an assembly operation of an internal combustion engine and a transmission.
A radial outer peripheral surface of a second flywheel is supported on a radially inner circumferential surface of a pressure plate by a bearing, and a second boss of a hub member is radiated by a second flywheel. Since the taper surface 41a with which the taper surface 34b at the inner end in the direction is engaged is formed, the second flywheel 34 is caused to act as the inertia of the input shaft 25 of the transmission 22 when the clutch device 26 is engaged. Increase inertia.
[Selection] Figure 1

Description

  The present invention relates to a clutch device provided in a manual transmission or the like of a vehicle, and more particularly to a clutch device for transmitting and interrupting power between an internal combustion engine and a transmission.

  In a vehicle equipped with an engine as an internal combustion engine, a flywheel is connected to the engine output shaft for the purpose of preventing unstable fluctuations in rotational speed during engine start-up or idle operation, etc. Is transmitted to the transmission via the flywheel.

  In addition, a power transmission device including a flywheel having a inertia moment variable mechanism that suppresses the inertia moment in a stopped state or a low-speed rotation state and increases the inertia moment in a rotation range during steady operation has been proposed (for example, , See Patent Document 1).

  This power transmission device rotatably supports a flywheel on an output shaft of an engine, and an engagement member that engages hydraulically between the flywheel and the output shaft is provided. When the engine is started, hydraulic pressure is supplied to the engagement member. The flywheel can be freely rotated on the output shaft, and when the engine reaches a predetermined number of revolutions after starting, hydraulic pressure is supplied to the engagement member, and the flywheel is coupled to the output shaft by the engagement member. Inertia is imparted by rotating together.

  This power transmission device changes the inertia of the output shaft by switching the flywheel between integral rotation and free rotation, and at the same time simplifies engine start and suppresses vibration when the engine reaches a predetermined speed after engine start. It is possible to plan.

  However, a clutch device having a damper mechanism is interposed between the output shaft of the engine and the input shaft of the transmission, and the clutch disk of the clutch device is engaged with the flywheel by depressing the clutch pedal. In a manual transmission in which the output shaft is connected to the input shaft of the transmission, vibration transmitted from the engine to the transmission can be effectively suppressed only by the flywheel provided on the output shaft of the engine. I can't.

  In order to suppress vibration transmitted from the engine to the transmission, it is conceivable to increase the inertia of the input shaft of the transmission. However, when the inertia is increased, the clutch pedal is operated at the time of shifting. Sometimes, the shift feeling is reduced by the amount of increase in inertia.

  On the other hand, FIG. 6 shows a power transmission device including a clutch device that can effectively suppress vibration transmitted from the engine to the transmission and prevent the transmission feeling from being lowered. Are known (for example, see Patent Document 2).

  In FIG. 6, the first flywheel 1 is bolted to an output shaft 2 of an engine (E / G) (not shown), and the first flywheel 1 and the clutch disc 3 are connected. .

  The clutch cover 4 is connected to the first flywheel 1. When the clutch cover 4 moves to the first flywheel 1 side, the clutch disc 3 engages with the first flywheel 1, thereby Is transmitted to the input shaft 5 of a transmission (T / M) (not shown) via the first flywheel 1, the torsion spring 3A of the clutch disc 3, and the hub 3B. At this time, the vibration transmitted from the output shaft 2 to the input shaft 5 is suppressed by elastic deformation of the torsion spring 3A.

  A second flywheel 7 is provided on the downstream side of the clutch disk 3 (the engine side is the upstream side and the transmission side is the downstream side as viewed from the torque flow). The input shaft 5 is connected via a bearing 8A, and is rotated relative to the input shaft 5 of the transmission by the bearing 8A.

  The second flywheel 7 is formed with a plate-shaped member 8B having a bent portion, and the plate-shaped member 8B rotates around the input shaft 5 of the transmission together with the second flywheel 7. A friction surface is formed on the inner diameter side of the plate-like member 8B (input shaft side of the transmission), and can be engaged with the plate-like member 6 provided on the input shaft 5 side of the transmission by frictional force. Yes.

The plate-like member 6 rotates with the input shaft 5 of the transmission and is movable along the axial direction, and is disposed opposite to the plate-like member 8B provided on the second flywheel 7 side. .
A friction surface is formed on a portion 6A of the plate-like member 6 facing the plate-like member 8B, and the plate-like member 6 is tapered so as to match the taper surface of the plate-like member 8B.

  The plate-like member 6 splined to the input shaft 5 is urged in the direction away from the second flywheel 7 by a spring 9 along the axial direction of the input shaft 5, and the plate-like member is urged by this urging force. The member 6 is urged rightward in FIG. 6 so that the plate-like members 8B and 6 are engaged with each other by a frictional force at the friction surface portion.

  The input shaft 5 of the transmission is provided with a release bearing 10 for controlling engagement and release of the clutch, and the release bearing 10 and the clutch cover 4 are interlocked by a switching unit 11.

  The switching unit 11 includes a first switching unit 11A and a second switching unit 11B, and the first switching unit 11A and the second switching unit 11B are connected by a bearing 12A. The first switching unit 11A is in contact with the clutch cover 4 and is connected by a release bearing 10 and a bearing 12B.

  Further, the second switching portion 11 </ b> B protrudes in the direction of the plate member 6 and is in contact with the plate member 6. The first switching unit 11 </ b> A rotates with the clutch cover 4, and the second switching unit 11 </ b> B rotates with the input shaft 5.

  In this clutch device, when the release bearing 10 moves in the A direction in FIG. 6, the clutch cover 4 moves in the A direction so as to be pressed by the first switching portion 11A, and the fulcrum is the center. By rotating, the tip of the clutch cover 4 moves in the direction of the transmission, the clutch disk 3 is released, torque transmission is released, and the transmission operation can be performed with the transmission.

  At this time, the second switching portion 11B connected to the first switching portion 11A by the bearing 12A simultaneously moves in the A direction, and the plate-like member 6 is moved in the A direction by the spring 9 by the movement of the second switching portion 11B. It moves against the elastic force.

  For this reason, the engagement with the plate-like member 6 is disengaged, and the second flywheel 7 can freely rotate with respect to the input shaft 5 of the transmission. can do.

  On the other hand, when the release bearing 10 moves in the B direction in FIG. 6, the clutch cover 4 moves in the B direction via the second switching portion 11B, and the tip of the clutch cover 4 is rotated by turning around the fulcrum. The clutch is engaged by moving in the engine direction, and torque is transmitted from the engine to the input shaft 5.

  At this time, since the second switching portion 11B moves in the B direction, the plate-like member 6 moves in the B-direction in FIG. 6 and, together with the elastic force of the spring 9, the friction surface of the plate-like member 6 By engaging, the second flywheel 7 rotates integrally with the input shaft 5 of the transmission via the plate-like member 6 and the plate-like member 8B. For this reason, the inertia transmitted from the input shaft 5 of the transmission can be increased and vibration transmitted from the engine to the transmission can be suppressed.

Japanese Utility Model Publication No. 56-157442 JP 2002-161944 A

  However, in such a conventional clutch device, the second flywheel 7 and the input shaft 5 of the transmission are integrally rotated, and the second flywheel 7 is freely rotated with respect to the input shaft 5. As a switching mechanism for this purpose, the switching unit 11 having the plate-like members 6 and 8B, the spring 9, and the two bearings 12A and 12B between the release bearing 10 and the second flywheel 7 has become necessary. For this reason, there has been a problem that the configuration of the clutch device becomes complicated and the manufacturing cost of the clutch device increases.

  Further, when the transmission is coupled to the engine, it is difficult to assemble the clutch cover 4 and the first flywheel 1 so that the second flywheel 7 does not interfere with the clutch cover 4, and the switching is performed. The work of assembling the plate-like members 6 and 8B and the spring 9 between the portion 11 and the first flywheel 1 becomes troublesome. As a result, it takes a lot of time to assemble the engine and the transmission, and the workability of the assembly work of the engine and the transmission is deteriorated.

  The present invention has been made in order to solve the above-described conventional problems, and can simplify the configuration and prevent an increase in manufacturing cost, as well as the assembly work of the internal combustion engine and the transmission. It is an object of the present invention to provide a clutch device that can improve performance.

  In order to achieve the above object, the clutch device according to the present invention is (1) a first rotating member that is disposed opposite to a flywheel that rotates integrally with the output shaft of the internal combustion engine, and that rotates integrally with the input shaft of the transmission. A clutch disk having a second rotating member connected to the first rotating member via a member so as to be relatively rotatable, an engagement position for engaging the second rotating member with the flywheel, and the flywheel A pressure plate that is provided so as to be movable in the axial direction of the input shaft between a separation position and a separation position that is separated from the clutch, wherein the pressure plate supports an inertial body via a bearing. The first rotating member is engaged with the engagement surface of the inertia body when the clutch disk is engaged with the flywheel, and the flywheel Le is composed of those having an engaging portion spaced apart from said inertial body when separated from the clutch disc.

  In this clutch device, the pressure plate has a support part that supports the inertial body via the bearing, and the first rotating member of the clutch disk has an engagement part with which the engagement surface of the inertial body is engaged. When the second rotating member of the clutch disk is engaged with the flywheel, the engaging surface of the inertial body is engaged with the engaging portion of the first rotating member of the clutch disk, so that the inertial body is Rotates integrally with the rotating member.

  For this reason, the inertial body can act as the inertia of the input shaft of the transmission to increase the inertia of the input shaft, and the vibration transmitted from the internal combustion engine to the transmission can be effectively suppressed by the elastic member. .

  Further, when the second rotating member of the clutch disk is separated from the flywheel and the clutch is released, the inertial body is separated from the engaging portion of the first rotating member of the clutch disk, so that the inertial body is Free rotation with respect to the first rotating member.

  For this reason, the inertia of the input shaft can be reduced without acting as an inertia of the input shaft of the transmission, and the operation force when operating the transmission can be reduced to improve the operation feeling. In addition, it is possible to reduce the load on the transmission synchronization device provided in the transmission and prevent the synchronization device from becoming large.

  In this way, the inertial body is attached to the pressure plate via one bearing, and the inertia of the input shaft of the transmission can be increased or decreased by changing the shape of the first rotating member. And the manufacturing cost of the clutch device can be reduced.

  Further, since the inertial body is supported by the support portion of the pressure plate via the bearing, when the transmission is assembled to the internal combustion engine, the input shaft of the transmission is connected to the first shaft in a state where the inertial body is assembled to the pressure plate in advance. It is only necessary to perform the work of attaching to the rotating member.

  For this reason, the transmission can be easily assembled to the internal combustion engine, and the workability of the assembly operation of the internal combustion engine and the transmission can be improved.

  In the clutch device according to (1) above, (2) a clutch cover attached to the flywheel so as to be integrally rotatable, and attached to the clutch cover, urges the pressure plate to the engagement position, A diaphragm spring that moves the pressure plate to the separated position by an external operation, and the pressure plate is positioned between the flywheel and the clutch cover with respect to the axial direction, and the clutch cover It is composed of one that can be rotated together and can be moved in the axial direction.

  The clutch device biases the pressure plate to the engagement position by a diaphragm spring attached to the clutch cover, thereby causing the inertial body to perform the first rotation in a state where the second rotation member is engaged with the flywheel. It can be strongly engaged with the engaging portion of the member. Therefore, the inertia of the input shaft can be reliably increased by rotating the inertia body integrally with the first rotating member to act as the inertia of the input shaft.

In the clutch device according to the above (1) or (2), (3) the engaging portion is formed of a first tapered surface formed on the first rotating member and inclined with respect to the axial direction. ,
The engagement surface of the inertial body is constituted by a second taper surface that engages with the first taper surface.

  In this clutch device, the engaging portion is constituted by a first tapered surface formed on the first rotating member, and the engaging surface of the inertial body is engaged with the first tapered surface. Therefore, when the second rotating member of the clutch disk is engaged with the flywheel, the first tapered surface and the second tapered surface are engaged with each other so that the inertial body becomes the first rotating member. The inertia of the input shaft can be surely increased by causing the input shaft to rotate as a unit and acting as the inertia of the input shaft.

  Thus, the inertia of the input shaft of the transmission can be increased or decreased with a simple configuration in which the first tapered surface is formed on the first rotating member and the second tapered surface is formed on the inertial body. Further, the configuration of the clutch device can be further simplified, and the manufacturing cost of the clutch device can be further reduced.

  In the clutch device according to (1) to (3) above, (4) the first rotating member includes a boss attached to an outer peripheral portion of the input shaft and a flange extending radially outward from the boss. The second rotating member is attached to a pair of disc plates installed on both sides in the axial direction of the flange and radially outward of the disc plates, and engages with the flywheel. The elastic member is interposed between the flange and the pair of disk plates, and is composed of a coil spring that attenuates vibration caused by relative rotation between the pair of disk plates and the hub member. ing.

  In this clutch device, a coil spring is interposed between a flange of a hub member connected to an input shaft and a pair of disk plates having a friction material engaged with a flywheel. Since the vibration due to the relative rotation of the hub member is attenuated, the torsional vibration between the output shaft of the internal combustion engine and the input shaft of the transmission can be attenuated by the coil spring, and the vibration transmitted from the internal combustion engine to the transmission can be suppressed. .

  In the clutch device according to the above (1) to (4), (5) a positioning member that positions the inertial body on the pressure plate is provided, and the inertial body is moved in the axial direction by the positioning member. Consists of things to regulate.

  In this clutch device, since the pressure plate is provided with a positioning member that restricts the inertial body from moving in the axial direction of the input shaft, the inertial body can be prevented from moving in the axial direction relative to the pressure plate, The positioning accuracy between the engaging portion of the first rotating member and the engaging surface of the inertial body can be improved.

  ADVANTAGE OF THE INVENTION According to this invention, while simplifying a structure and preventing that a manufacturing cost increases, the clutch apparatus which can improve workability | operativity of the assembly operation | work of an internal combustion engine and a transmission can be provided. .

It is a figure which shows one Embodiment of the clutch apparatus which concerns on this invention, and is sectional drawing of a clutch apparatus when it exists in a connection state. It is a figure which shows one Embodiment of the clutch apparatus which concerns on this invention, (a) is a figure which shows the positional relationship of an inertia body and a boss | hub when a clutch apparatus is engaged, (b) is a clutch apparatus It is a figure which shows the positional relationship of an inertial body and a boss | hub when open | released. It is a figure which shows one Embodiment of the clutch apparatus which concerns on this invention, and is a figure explaining the model of a vibration transmission system. It is a figure which shows one Embodiment of the clutch apparatus which concerns on this invention, and is a figure which shows the vibration characteristic of a vibration transmission system. It is a figure which shows one Embodiment of the clutch apparatus which concerns on this invention, and is sectional drawing of a clutch apparatus when it exists in an open state. It is sectional drawing of the conventional clutch apparatus.

Hereinafter, embodiments of a clutch device according to the present invention will be described with reference to the drawings.
1-5 is a figure which shows one Embodiment of the clutch apparatus based on this invention.
First, the configuration will be described.
In FIG. 1, a clutch device 26 is provided between a crankshaft 24 as an output shaft of the engine 21 and an input shaft 25 of the transmission 22 in a transmission case 23 of the transmission 22 on the engine 21 side which is an internal combustion engine. It is stored.

  The clutch device 26 includes a clutch disk 28, a diaphragm spring 29, a clutch cover 30, a pressure plate 31, a release bearing 32, a release fork 33, and a second flywheel 34.

  A first flywheel 27 as a flywheel is attached to the crankshaft 24 by a fixing bolt 35, and the first flywheel 27 rotates integrally with the crankshaft 24.

  The clutch cover 30 of the clutch device 26 is fixed to the first flywheel 27 by a fixing bolt 36, and the clutch cover 30 rotates integrally with the first flywheel 27.

  The clutch disk 28 is disposed so as to face the first flywheel 27 and includes a hub member 37, disk plates 38 and 39, and a friction material 40. The hub member 37 constitutes a first rotating member, and the disk plates 38 and 39 and the friction material 40 constitute a second rotating member.

  The hub member 37 includes a boss 41 that is spline-fitted to the outer peripheral portion of the input shaft 25, and a plurality of flanges 42 that extend radially outward from the boss 41 and that are spaced apart at regular intervals in the circumferential direction of the boss 41. And is configured to rotate integrally with the input shaft 25.

  The disk plates 38 and 39 are still installed on both sides in the axial direction of the flange 42 and are connected by a plurality of retainers 43 that are spaced apart in the circumferential direction. The friction material 40 is attached to the disk plate 38 via a cushioning plate 44, and the friction material 40 faces the engagement surface 27 a of the first flywheel 27.

  Further, window portions 38a and 39a are formed in the disk plates 38 and 39, and a coil spring 45 as an elastic member is accommodated in the window portions 38a and 39a. Both ends of the coil spring 45 in the extending direction are in contact with the circumferential end surfaces of the window portions 38a and 39a via spring sheets (not shown).

  Further, the circumferential end surface of the flange 42 comes into contact with the spring seat, and when the disk plates 38 and 39 rotate, the circumferential end of the coil spring 45 presses the flange 42 to The rotational torque 21 is transmitted from the disk plates 38 and 39 to the transmission 22 via the hub member 37.

  Further, when the hub member 37 and the disk plates 38 and 39 are rotated relative to each other, the coil spring 45 is elastically deformed to attenuate torsional vibration caused by the relative rotation between the disk plates 38 and 39 and the hub member 37, thereby The torsional vibration between the crankshaft 21 and the input shaft 25 of the transmission 22 can be damped.

  Diaphragm spring 29 is supported by a support portion 30a of clutch cover 30 by a pair of rings 48a and 48b at a substantially intermediate portion in the radial direction, and the radial inner end of diaphragm spring 29 is engaged with release bearing 32. Yes.

  The diaphragm spring 29 is configured such that the radial outer end and the radial inner end move relatively in the axial direction of the input shaft 25 around the support portion 30a, and the pressure plate 31 is moved by the radial outer end. It is biased toward the first flywheel 27 side.

  The pressure plate 31 is connected to the clutch cover 30 by a strap plate (not shown) so as to be relatively unrotatable and movable in a predetermined range in the axial direction at a plurality of positions in the circumferential direction of the disk plates 38 and 39. . As is well known, the strap plate urges the pressure plate 31 toward the transmission 22, that is, in a direction away from the first flywheel 27 when the clutch device 26 is engaged.

  A support spring 47 is connected to the pressure plate 31 by a rivet 46, and the support spring 47 presses the diaphragm spring 29 against the pressure plate 31. For this reason, when the pressure plate 31 moves in the axial direction by the strap plate, the pressure plate 31 moves along the rivet 46.

  The release bearing 32 is engaged with a bearing support portion 49 of the transmission case 23 so as to be movable in the axial direction. The release bearing 32 is formed in a cylindrical shape so that one end in the axial direction is in contact with the radially inner end of the diaphragm spring 29 and the lower end 33a of the release fork 33 is engaged with the other end in the axial direction. It has become.

  The release fork 33 is inserted into the transmission case 23 through an opening 23 a formed in the transmission case 23. The release fork 33 has a lower end 33a formed in a bifurcated shape, the lower end 33a is engaged with the release bearing 32, and the upper end 33b protrudes outward from the transmission case 23 through the opening 23a, and is connected to the clutch cable. 50 is engaged with one end.

  The other end of the clutch cable 50 is connected to a clutch pedal (not shown) provided in the passenger compartment. The release fork 33 is formed with a concave engagement fulcrum 33c, and this engagement fulcrum 33c is slidably engaged with a release support 51 provided in the transmission case 23.

  A spring 52 is interposed between the transmission case 23 and the upper end 33b of the release fork 33. The spring 52 attaches the release fork 33 counterclockwise with the engagement fulcrum 33c as a fulcrum. It is fast.

  The spring 52 urges the release fork 33 counterclockwise to separate the lower end 33 a of the release fork 33 from the release bearing 32, thereby causing the pressure plate 31 to be moved by the radially outer end of the diaphragm spring 29. The friction material 40 is engaged with the engagement surface 27 a of the first flywheel 27 through the pressure plate 31. This state is an engaged state of the clutch device 26.

  When the clutch pedal is operated when the clutch device 26 is released, the clutch cable 50 rotates the release fork 33 in the clockwise direction against the biasing force of the spring 52, so that the release bearing 32 is moved to the bearing support 49. 1 is moved to the left in FIG. 1, and the radial inner end of the diaphragm spring 29 is pressed by the release bearing 32 to separate the pressure plate 31 from the engagement surface 27 a of the first flywheel 27. This state is the released state of the clutch device 26.

  That is, the pressure plate 31 of the present embodiment includes an engagement position where the friction material 40 is frictionally engaged with the engagement surface 27a of the first flywheel 27, and the clutch cable 50, the release fork 33, The friction member 40 is provided so as to be movable in the axial direction of the input shaft 25 between a position where the friction material 40 is separated from the engagement surface 27a of the first flywheel 27 by an external operation in which the release bearing 32 is operated.

  On the other hand, a radially outer end of the second flywheel 34 as an inertia body is attached to the radially inner circumferential surface 31 a of the pressure plate 31 via a bearing 53, and the bearing 53 is radiated in the radial direction of the pressure plate 31. It is press-fitted and fixed to the inner peripheral surface 31a.

An annular recess 34a is formed at the radially outer end of the second flywheel 34, and a bearing 53 is press-fitted and fixed to the annular recess 34a.
A step portion 31b is formed on the radially inner circumferential surface 31a of the pressure plate 31, and one end portion in the axial direction of the bearing 53 is in contact with the step portion 31b.

  The other axial end of the bearing 53 is in contact with a snap ring 54 attached to the radially inner circumferential surface 31 a of the pressure plate 31, and the second flywheel 34 is rotatable relative to the pressure plate 31. And it is attached to the pressure plate 31 so that it cannot move in the axial direction of the input shaft 25. In the present embodiment, the radial inner circumferential surface 31a of the pressure plate 31 constitutes a support portion, and the step portion 31b and the snap ring 54 of the pressure plate 31 constitute a positioning member.

  As shown in FIG. 2, one end of the boss 41 in the axial direction is formed with an engaging portion and a tapered surface 41 a serving as a first tapered surface. The tapered surface 41 a is in the axial direction of the input shaft 25. Is inclined.

  An engagement surface and a tapered surface 34 b as a second tapered surface are formed at the radially inner end of the second flywheel 34. The tapered surface 34b has the same inclination angle as the tapered surface 41a, and engages with the tapered surface 41a when the clutch device 26 is engaged.

Next, the operation will be described.
When the clutch pedal is not depressed, the release fork 33 is urged counterclockwise by the spring 52 with the engaging fulcrum 33c as a fulcrum, so that the lower end 33a of the release fork 33 abuts the release bearing 32. Yes.

  At this time, since the diaphragm spring 29 urges the pressure plate 31 to the engagement position on the first flywheel 27 side, the friction material 40 of the clutch disk 28 is pressed against the engagement surface 27 a of the first flywheel 27. The clutch device 26 is engaged by the frictional force generated between the clutch disk 28 and the engagement surface 27a of the first flywheel 27, and the crankshaft 24 (engine 21) to the input shaft 25 (transmission 22). Power transmission is performed.

  When the clutch device 26 is engaged, the taper surface 34 b of the second flywheel 34 is brought into contact with the taper surface 41 a of the boss 41 by the urging force that the diaphragm spring 29 urges the pressure plate 31 toward the first flywheel 27. Engage (see FIGS. 1 and 2A).

  For this reason, the second flywheel 34 rotates integrally with the hub member 37, and the second flywheel 34 can act as the inertia of the input shaft 25 of the transmission 22 to increase the inertia of the input shaft 25.

  Further, when the rotation variation of the engine 21 occurs, the disk plates 38 and 39 and the hub member 37 rotate relative to each other, and the coil spring 45 absorbs this relative rotation, whereby the crankshaft 24 of the engine 21 and the input of the transmission 22 are input. Absorbs torsional vibration of the shaft 25.

  At this time, since the inertia of the input shaft 25 can be increased, the vibration transmitted from the crankshaft 24 of the engine 21 to the spring / mass system including the coil spring 45 of the clutch device 26 and the transmission 22 is effectively prevented. Can be suppressed.

Here, the reason why the vibration transmitted to the spring / mass system can be effectively suppressed will be described.
FIG. 3 shows a model when the drive system from the engine 21 to the transmission 22 is captured as a vibration system. FIG. 3 is a model in which the first flywheel 27 is connected to the output shaft of the engine 21 and the transmission 22 is connected via the clutch device 26.

となる。ここで、

である。
また、図４にはこの振動系の振動特性が示されている。図４において、横軸は周波数、縦軸は振幅倍率である。振動異音を低減するためには、図４より、

で示される周波数ｆ_１以上の周波数を使用することが好適であり、共振点ｆ_０をできるだけ小さくすることが望ましい。 In FIG. 3, the spring constant of the coil spring 45 is K, the moment of inertia of the engine 21 is J _E , the moment of inertia of the first flywheel 27 is J _{F / W} , the moment of inertia of the clutch cover 30 is J _{C / C} , and the hub. When the inertia moment of the member 37 is J _HUB , the inertia moment of the clutch device 26 other than the hub member 37 is J _{C / D} , and the inertia moment of the transmission 22 is J _{T / M} , the resonance point f ₀ is

It becomes. here,

It is.
FIG. 4 shows the vibration characteristics of this vibration system. In FIG. 4, the horizontal axis represents frequency, and the vertical axis represents amplitude magnification. In order to reduce vibration noise, from FIG.

It is preferable to use a frequency equal to or higher than the frequency f ₁ shown by the following, and it is desirable to make the resonance point f ₀ as small as possible.

In order to reduce the resonance point f ₀ , it can be seen that f ₀ becomes the smallest when ΣJ ₁ = ΣJ ₂ from Equation ₁ , so that ΣJ ₁ and ΣJ ₂ should be made as equal as possible. Generally, since ΣJ ₁ > ΣJ ₂ , the second flywheel 34 is provided between the pressure plate 31 and the hub member 37 of the clutch device 26 to increase ΣJ ₂ as in the present embodiment. Thus, vibration transmission can be effectively suppressed.

  On the other hand, when the clutch pedal is depressed, the release fork 33 is swung in the clockwise direction about the engagement fulcrum 33c by the clutch cable 50, so that the lower end 33a of the release fork 33 moves the release bearing 32 to the input shaft. 25, the release bearing 32 presses the radially inner end of the diaphragm spring 29.

  For this reason, the pressure of the pressure plate 31 by the diaphragm spring 29 is released, and the pressure plate 31 is biased by the strap plate to the separation position where the pressure plate 31 is separated from the engagement surface 27a of the first flywheel 27.

  Therefore, the pressing force between the friction material 40 and the engagement surface 27a of the first flywheel 27 is released, and the friction force between the friction material 40 and the engagement surface 27a of the first flywheel 27 is reduced. The disc 28 and the first flywheel 27 are separated.

  For this reason, the clutch device 26 is disengaged, and the power transmission from the engine 21 to the transmission 22 is interrupted. The transmission 22 has a plurality of speed change gear trains, and the power of the engine 21 is converted according to the driving conditions by switching the speed change by a shift lever (not shown) and meshing the gears of each speed. Remove and drive the drive wheels.

  When the pressure of the pressure plate 31 by the diaphragm spring 29 is released, the taper surface 34b of the second flywheel 34 is separated from the taper surface 41a of the boss 41 (see FIGS. 5 and 2B). The second flywheel 34 freely rotates with respect to the hub member 37.

  For this reason, the inertia of the input shaft 25 can be reduced without the second flywheel acting as the inertia of the input shaft 25 of the transmission 22.

  As described above, in the present embodiment, the radially outer end of the second flywheel 34 is supported on the radially inner circumferential surface 31 a of the pressure plate 31 via the bearing 53, and the second boss 41 of the hub member 37 is supported by the second boss 41. Since the taper surface 41a that engages with the taper surface 34b at the radially inner end of the flywheel 34 is formed, the second flywheel 34 acts as the inertia of the input shaft 25 of the transmission 22 when the clutch device 26 is engaged. Thus, the inertia of the input shaft 25 can be increased, and the vibration transmitted from the engine 21 to the transmission 22 can be effectively suppressed by the coil spring 45.

  When the clutch device 26 is released, the inertia of the input shaft 25 can be reduced by freely rotating the second flywheel 34 with respect to the hub member 37, and the transmission is operated. The operating force can be reduced to improve the operational feeling, and the load on the synchronizing device for shifting provided in the transmission 22 can be reduced to prevent the synchronizing device from becoming large.

  In this way, the inertia of the input shaft 25 of the transmission 22 is increased or decreased by a simple configuration in which the second flywheel 34 is attached to the pressure plate 31 via the single bearing 53 and the tapered surface 41 a is formed on the boss 41. Therefore, the configuration of the clutch device 26 can be simplified and the manufacturing cost of the clutch device 26 can be reduced.

  The clutch device 26 has a structure in which a first flywheel 27, a clutch cover 30, a diaphragm spring 29, a pressure plate 31, a clutch disk 28, and a second flywheel 34 are provided on the engine 21 side. .

  In the present embodiment, since the second flywheel 34 is attached to the pressure plate 31 via one bearing 53, the transmission is mounted with the second flywheel 34 attached to the pressure plate 31 in advance. The transmission 22 can be easily assembled to the engine 21 by simply spline-fitting the input shaft 25 of the 22 to the boss 41, and the workability of the assembly work of the engine 21 and the transmission 22 can be improved. .

  In addition, the clutch device 26 according to the present embodiment is attached to the first flywheel 27 so as to be integrally rotatable, and attached to the clutch cover 30 to urge the pressure plate 31 to the engaged position. And a diaphragm spring 29 for moving the pressure plate 31 to the separated position by the release bearing 32 or the like, and the pressure plate 31 is located between the first flywheel 27 and the clutch cover 30 with respect to the axial direction of the input shaft 25. In addition to being positioned, the clutch cover 30 can be integrally rotated and mounted so as to be movable in the axial direction of the input shaft 25.

  Therefore, in a state where the friction material 40 is engaged with the engagement surface 27 a of the first flywheel 27 by urging the pressure plate 31 to the engagement position by the diaphragm spring 29 attached to the clutch cover 30. The tapered surface 34 b of the second flywheel 34 can be strongly engaged with the tapered surface 41 a of the boss 41. For this reason, the inertia of the input shaft 25 can be reliably increased by rotating the second flywheel 34 integrally with the input shaft 25 to act as the inertia of the input shaft 25.

  In the present embodiment, the boss 41 of the hub member 37 is formed with a tapered surface 41 a that is inclined with respect to the axial direction of the input shaft 25, and the tapered surface 41 a is formed at the radially inner end of the second flywheel 34. When the friction material 40 of the clutch disk 28 is engaged with the engagement surface 27a of the first flywheel 27, the taper surface 41a and the taper surface 34b are engaged. Accordingly, the inertia of the input shaft 25 can be reliably increased by rotating the second flywheel 34 integrally with the hub member 37 to act as the inertia of the input shaft 25.

  For this reason, the inertia of the input shaft 25 of the transmission 22 is increased or decreased by a simple configuration in which the tapered surface 41a is formed on the boss 41 and the tapered surface 34b is formed at the radially inner end of the second flywheel 34. Therefore, the configuration of the clutch device 26 can be further simplified, and the manufacturing cost of the clutch device 26 can be further reduced.

  In addition, the clutch device 26 of the present embodiment includes a pair of discs having a friction material 40 engaged with the flange 42 of the hub member 37 connected to the input shaft 25 and the engagement surface 27 a of the first flywheel 27. A coil spring 45 is interposed between the plates 38 and 39, and the coil spring 45 attenuates the vibration caused by the relative rotation of the disk plates 38 and 39 and the hub member 37. Therefore, the crankshaft 24 of the engine 21 and the transmission 22 Torsional vibration with the input shaft 25 can be attenuated by the coil spring 45 and vibration transmitted from the engine 21 to the transmission 22 can be suppressed.

  Further, in the present embodiment, the pressure plate 31 is provided with the step portion 31b and the snap ring 54 that restrict the movement of the second flywheel 34 in the axial direction of the input shaft 25. Therefore, the second flywheel 34 Can be prevented from moving in the axial direction relative to the pressure plate 31, and the positioning accuracy of the tapered surface 34b of the second flywheel 34 and the tapered surface 41a of the boss 41 can be improved.

  The embodiment disclosed this time is illustrative in all respects and is not limited to this embodiment. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and it is intended that all modifications within the meaning and range equivalent to the scope of claims for patent are included.

  As described above, the clutch device according to the present invention can simplify the configuration of the clutch device to prevent an increase in the manufacturing cost of the clutch device, and can improve the workability of the assembly operation of the internal combustion engine and the transmission. It has the effect that it can be improved, and is useful as a clutch device or the like for transmitting and shutting off power between the internal combustion engine and the transmission.

21 Engine (Internal combustion engine)
22 Transmission 24 Crankshaft (output shaft)
25 Input shaft 26 Clutch device 27 First flywheel (flywheel)
28 Clutch disc 29 Diaphragm spring 30 Clutch cover 31 Pressure plate 31a Radial inner peripheral surface (support)
31b Step (positioning member)
32 Release bearing 34 Second flywheel (inertial body)
34b Tapered surface (engagement surface, second tapered surface)
37 Hub member (first rotating member)
38, 39 Disc plate (second rotating member)
38a, 39a Window part 40 Friction material (second rotating member)
41 Boss 41a Tapered surface (first taper surface, engaging portion)
42 Flange 45 Coil spring (elastic member)
53 Bearing 54 Snap ring (positioning member)

Claims (5)

Opposed to a flywheel that rotates integrally with the output shaft of the internal combustion engine, and is connected to the first rotating member via a first rotating member and an elastic member that rotate integrally with the input shaft of the transmission so as to be relatively rotatable. A clutch disk having a second rotating member;
And a pressure plate provided so as to be movable in the axial direction of the input shaft between an engagement position for engaging the second rotating member with the flywheel and a separation position separated from the flywheel. A clutch device,
The pressure plate has a support portion for supporting the inertial body via a bearing;
When the clutch disk is engaged with the flywheel, the first rotating member is engaged with the engaging surface of the inertial body, and when the flywheel is separated from the clutch disk, the first rotating member is separated from the inertial body. A clutch device comprising an engaging portion that is spaced apart. A clutch cover attached to the flywheel so as to be integrally rotatable, and attached to the clutch cover, urges the pressure plate to the engagement position, and moves the pressure plate to the separation position by an external operation. Including a diaphragm spring,
The pressure plate is positioned between the flywheel and the clutch cover with respect to the axial direction, and is attached to the clutch cover so as to be integrally rotatable and movable in the axial direction. Item 2. The clutch device according to Item 1. The engaging portion is formed of a first tapered surface formed on the first rotating member and inclined with respect to the axial direction.
3. The clutch device according to claim 1, wherein the engagement surface of the inertial body includes a second taper surface that engages with the first taper surface. 4. The first rotating member includes a hub member having a boss attached to an outer peripheral portion of the input shaft and a flange extending radially outward from the boss,
The second rotating member is composed of a pair of disk plates installed on both sides in the axial direction of the flange and a friction material that is attached radially outward of the disk plate and engages with the flywheel,
The elastic member is configured by a coil spring that is interposed between the flange and the pair of disk plates and attenuates vibrations caused by relative rotation between the pair of disk plates and the hub member. The clutch device according to any one of claims 1 to 3.   5. The apparatus according to claim 1, further comprising a positioning member that positions the inertial body on the pressure plate, wherein the positioning member restricts movement of the inertial body in the axial direction. The clutch device according to claim 1.

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