JPH0419239Y2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field] This invention relates to a clutch capacity variable device.
In particular, the present invention relates to a clutch displacement variable device that reduces the torque transmitted from the drive wheels to the engine during sudden downshifts.

[Prior art]

Generally, in a vehicle equipped with an engine as a power source, when an attempt is made to downshift suddenly and apply engine braking, a large torque is transmitted from the drive wheels to the engine, causing the drive wheels to lock up, causing the drive wheels to slide over the road. There was a risk that it would bounce and cause a so-called hopping phenomenon. Therefore, vehicles such as motorcycles equipped with large-displacement four-stroke engines that have particularly high engine braking effects are equipped with clutch capacity variable devices that reduce the clutch capacity only when engine braking is used. This allows some of the torque transmitted from the

Conventionally, as a variable capacity clutch device, a clutch is divided into a clutch part that transmits torque from both the engine and the driving wheels, and a clutch part with a one-way clutch that transmits only torque from the engine side. There are some that have been adopted.

In the conventional variable displacement device described above, when engine braking is applied by sudden downshifting, only one clutch portion that transmits torque from both the engine and the driving wheels is actuated, and the clutch By reducing the capacity, a portion of the large torque transmitted from the wheels is released.

However, according to the conventional variable capacity device described above, the clutch is divided into two parts and a one-way clutch must be interposed in one clutch part, so the structure is extremely complicated. In order to slip the
There was also the possibility that the clutch plate associated with this portion would wear significantly and the durability of the clutch would deteriorate.

[Purpose of guidance]

In view of the above-mentioned circumstances, this idea was developed to attenuate the torque transmitted from the drive wheels according to the accelerator work, and to determine the timing at which the torque is attenuated, using a simple structure without making any changes to the structure of the clutch body. To provide a clutch capacity variable device capable of arbitrarily setting an accelerator opening degree.

[Structure of the idea]

In order to achieve the above-mentioned object, the clutch displacement variable device of this invention has a rod connected to the valve body, and a closing valve that is opened by pressing the rod, and a throttle wire that responds to the movement of the throttle wire. A lever that rotates in conjunction with the lever and presses the rod at one end to open the closing valve; and a lever that is disposed on the closing valve and adjusts the contact position between one end of the lever and the rod. a contact position adjusting means connected to the intake manifold via the closing valve, a negative pressure actuator, and a hydraulic circuit between the clutch master cylinder and the clutch release cylinder; and an auxiliary master cylinder that increases the oil pressure in the hydraulic circuit.

〔Example〕

Hereinafter, one embodiment of the variable capacity device according to the present invention will be described in detail.

FIG. 1 is a conceptual diagram of a clutch release mechanism 12 equipped with a variable capacity device 10 of the present invention, and particularly shows a release mechanism of a hydraulic clutch used in a motorcycle.

In this clutch release mechanism 12, hydraulic oil is supplied from a master cylinder 16 through an oil pipe 18 into a release cylinder 20 by operating a clutch lever 14, and a piston (not shown) housed in the cylinder 20 moves. Further, a push rod 22 is in contact with this piston (not shown), and a tip 22a of this push rod 22 is in contact with the piston (not shown).
is in contact with the push piece 26 of the clutch 24. Note that this push piece 26 includes a clutch pressure plate 2 that presses the clutch plate.
7 are connected. Therefore, when the clutch lever 14 is operated in the direction of the arrow, the oil pipe 1
The hydraulic pressure of the hydraulic fluid in the clutch plate 8 increases, causing the push rod 22 to move and release the clutch plate from being pressed by the pressure plate 27. That is, the clutch 24 is in the disengaged state.

On the other hand, a pipe 32 communicates with an intake manifold 30 that connects an inlet port of the engine (not shown) and the carburetor 28, and the other end of this pipe 32 is a main component of the variable capacity device 10. It communicates with the shutoff valve 34. This shutoff valve 34 is composed of a housing 36 having two divided chambers 36a and 36b, and a valve body 38 that communicates or seals between the chambers 36a and 36b. placed spring 4
0, the valve body 36 is energized and the two chambers 34
The space between a and 34b is sealed. Further, the valve body 3
A rod 42 is connected to the tip of the lever 44, and the tip 42a of the rod 42 is connected to one end 4 of the lever 44.
4a. A throttle wire 46 is engaged with this lever 44, and when the accelerator grip is operated, the throttle wire 46 is pulled, thereby causing the lever 4 to
4 is rotated, and in conjunction with this, the throttle valve 48 is rotated. On the other hand, when the operating force of the accelerator grip is released, the lever 44 is reversed by a return spring (not shown), one end 44a of the lever 44 comes into contact with the tip 42a of the rod 42, and the lever 42 stops with the rod 42 pushed in. do. Therefore, the valve body 38 is moved against the elastic force of the spring 40 as shown in FIG.
6a and 36b communicate with each other. On the other hand, as shown in FIG. 1, a pipe 48 communicates with one chamber 36a formed in the housing 36 of the shutoff valve 34, and the other end of this pipe 48 is connected to a negative pressure actuator 50.
is connected to. This negative pressure actuator 50 consists of a diaphragm 52 and a sealed casing 54 that houses the diaphragm 52.
The other end communicates with one 54a of chambers 54a and 54b defined by the diaphragm 52. Further, in the center of the diaphragm 52 of the negative pressure actuator 50, there is an auxiliary master cylinder 5.
Six rods 58 are connected. The auxiliary master cylinder 56 consists of a cylinder 60 communicating with the oil pipe 18 and a piston 62 housed within the cylinder, and the piston 62 is connected to the diaphragm 52 via the rod 58. Therefore, the piston 62 of the auxiliary master cylinder 56 moves within the cylinder 60 in response to the displacement of the diaphragm 52, increasing the hydraulic pressure of the hydraulic oil sealed within the oil pipe 18.

Next, the operation of the variable capacity device 10 described above will be explained, and the configuration will also be explained in more detail.

When an attempt is made to apply the engine brake by releasing the operating force of the axial grip while the vehicle is running, the rod 42 of the shutoff valve 34 and the lever 44 are connected as shown in FIG. 2, where the same parts as in FIG. One end 44a contacts the valve body 38 with the spring 4
The intake manifold 30 and the negative pressure actuator 50 are caused to communicate with each other by moving the intake manifold 30 against an elastic force of 0. On the other hand, the throttle valve 48 in conjunction with the lever 44 reduces the cross-sectional area of the intake manifold 30, so that a large negative pressure is generated within the intake manifold 30. This large negative pressure is caused by pipe 32, shutoff valve 34 and pipe 4.
One chamber 54 of the negative pressure actuator 50 via 8
transmitted to a. Then, the diaphragm 52 becomes
Due to the negative pressure, the rod 58 of the auxiliary master cylinder 56 is displaced to the left in the drawing, and the rod 58 of the auxiliary master cylinder 56 is also moved to the left in the drawing, pushing the piston 62 to the left. In this way, when the piston 62 of the auxiliary master cylinder 56 is pushed, the oil pipe 18
This increases the hydraulic pressure within the push rod 22.
strongly presses the push piece 26 to attenuate the pressing force of the pressure plate 27 against the clutch plate. That is, the clutch capacity will be reduced. In addition, in order to return to the acceleration state again,
When the accelerator grip is operated, the lever rotates in the direction shown in FIG. 1, the engagement between the lever 44 and the rod 42 is released, and the shutoff valve 34 is closed, so that the negative pressure in the intake manifold 30 becomes negative. The pressure is not transmitted to the actuator 50, so that the piston 62 of the auxiliary master cylinder 56 returns to the initial position shown in FIG. I can do it.

According to the above-mentioned clutch capacity variable device 10, when the accelerator is turned OFF or the opening degree of the accelerator is lowered to an arbitrary degree adjusted by the positional relationship between the rod 42 of the closing valve stage 34 and the one end 44a of the pulley 44, the clutch capacity changes. Since it decreases, after that,
Furthermore, even if you operate the clutch lever to downshift and increase the reduction ratio, the entire clutch plate will slip due to the reduced capacity of the clutch, causing a portion of the large torque transmitted from the driving vehicle to the engine to escape. Become.

Also, when you open the accelerator and shift the vehicle to acceleration, the clutch retains the same capacity as before.
To surely transmit the driving force of an engine to driving wheels.

Note that the shutoff valve 34 of the variable capacity device 10 described above
To install the negative pressure actuator 50 and the auxiliary master cylinder 56, as shown in the rear view of the engine 70 in FIG. 3, in which the same parts as in FIG. Unitized into engine 7
0 by fastening means such as bolts 72, and a shutoff valve 34 is disposed between the intake manifolds 30. Further, the housing 36 of the shutoff valve 34 is provided with contact position adjusting means as shown in FIG. This abutting position adjusting means includes a shaft 76 that rotatably supports the housing 36, and a shaft 76 that rotatably supports the housing 36.
According to such contact position adjusting means, by rotating the idle adjustment screw 78, the lever 44 is
By changing the abutment position between the one end 44a of the rod 42 and the rod 42, it is possible to arbitrarily set the accelerator opening degree which determines the timing at which the clutch capacity is varied.

[Effect of idea]

The variable capacity device of this invention has an extremely simple structure because when the accelerator is opened to an appropriate degree or less, the hydraulic pressure of the hydraulic circuit in the hydraulic clutch is increased to decrease the clutch capacity.
In addition, the variable displacement device of this invention reduces the pressing force of the clutch pressure plate against the entire clutch plate and attenuates the clutch capacity, so the clutch plate is worn uniformly, thus improving the durability of the clutch. I can do it. Furthermore, with this invention, the abutment position adjustment means allows the accelerator opening degree that determines the timing of torque attenuation to be arbitrarily set, and therefore the accelerator range in which engine braking is applied can be arbitrarily set with a simple operation, thereby improving vehicle operation. You can improve your performance. In addition, by adjusting the idle adjust screw of the contact position adjustment means, the closing valve can be kept closed at all times. It is also possible to return to the clutch engagement/disengagement operation.

[Brief explanation of the drawing]

FIGS. 1 and 2 are conceptual diagrams of a clutch release mechanism equipped with a variable capacity device of the present invention, and FIGS. 3 and 4 are conceptual diagrams of a mounting structure for a variable capacity device of the present invention, respectively. It is. 10... clutch capacity variable device, 18... oil pipe, 24... clutch, 28... carburetor, 30... intake manifold, 34...
Shutoff valve, 38... Valve body, 50... Negative pressure actuator, 52... Diaphragm, 56... Auxiliary master cylinder, 60... Cylinder, 62... Piston.

Claims (1)

[Claims for Utility Model Registration] (1) A closing valve 34 which has a rod 42 connected to the valve body 38 and is opened by pressing the rod 42, and which is linked to the movement of a throttle wire 46. a lever 44 that rotates to open the closing valve 34 by pressing the rod 42 at one end;
a contact position adjusting means for adjusting the contact position between one end and the rod 42; and a negative pressure actuator 50 connected to the intake manifold 30 via the closing valve 34.
and an auxiliary master cylinder 56 connected to the hydraulic circuit 18 between the clutch master cylinder 16 and the clutch release cylinder 20 and increasing the hydraulic pressure in the hydraulic circuit 18 by the operation of the negative pressure actuator 50. A clutch capacity variable device featuring: (2) The contact position adjusting means includes a shaft 76 that rotatably supports the closing valve 34 and a shaft 76 that rotatably supports the closing valve 34.
The clutch displacement variable device according to claim 1, which is a registered utility model, characterized by comprising an idle adjust screw 78 that supports the bottom of the clutch and rotates the closing valve 34 about the shaft 76. .