JPH0313448B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a clutch device that is installed between an engine and a transmission to transmit and cut off power, and in particular, a driven gear that meshes with a drive gear connected to the engine is attached to one side of a clutch outer. This invention relates to a clutch outer and a clutch inner connected to a transmission that are connectably and disconnectably connected via a friction plate.

In such a conventional clutch device, when the engine is idling, the driving and driven gears vibrate in the rotational direction due to torque fluctuations, causing the teeth to hit opposing tooth surfaces against each other with a bump, resulting in a so-called bump crash. It has the disadvantage of generating noise. In addition, a boss part that is supported by the main shaft of the transmission is provided on the disc part of the driven gear, and a rotating wheel such as a drive sprocket that is linked to an auxiliary device such as an oil pump is abutted against the end face of the boss part. In the case of dog coupling, if the tooth width of the driven gear and the thickness of the disc part are made the same, the amount of protrusion of the boss part from the disc part will increase, and the width of the clutch device in the transmission main shaft direction will increase. There is a problem that the device becomes larger.

The present invention has been devised in view of the above, and provides a compact clutch device which substantially eliminates backlash between the driving and driven gears and enables quiet idling operation without backlash noise. The purpose is to provide

In order to achieve the above object, the present invention attaches a driven gear that meshes with a driving gear connected to an engine to one side of a clutch outer, and connects the clutch outer and a clutch inner connected to a transmission so as to be connectable and disconnectable via a clutch plate. In the clutch device, the driven gear is composed of first and second gears that are overlapped so as to be relatively rotatable and have a tooth width larger than that of the disc portion, and the second gear is disposed on the clutch outer side. and deviating the overlapping surface of the first gear and the second gear toward the clutch outer side from a position that bisects the sum of the tooth widths of both gears,
The thickness of the disk portions of the first and second gears is formed to be approximately equal, and the disk portions of the first and second gears are formed so as to project outward from the outer surface of the disk portion. A spring is disposed at and acts to shift the phase of the teeth of the first and second gears, and the spring is fitted to the disc portion of the first gear via a bearing to the main shaft of the transmission. A supported boss portion is provided protrudingly, and a rotary ring that is fitted and supported by the main shaft through the bearing and interlocks with the auxiliary equipment is adjacent to the end face of the boss portion, and the rotary ring and the boss are arranged adjacent to each other. An engaging protrusion is provided on the opposing surface.
Further, the boss is characterized in that each end face thereof is formed with an engaging recess that engages with the engaging convex portion.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings. A clutch outer 1 of a clutch device is
It has a cylindrical shape with one end surface open and the other end surface closed end wall 1a, and a driven gear 3 meshing with a driving gear 2 connected to a crankshaft of an engine (not shown) is mounted on the outer surface of the closed end wall 1a as follows. Installed.

The driven gear 3 is composed of first and second gears 3 ₁ and 3 2 which are overlapped so as to be relatively rotatable and have disk portions ₃ 1 a and 3 ₂ a formed thinner than tooth widths w ₁ and _{w 2 .} . In addition, the overlapping surface of the first gear 3 ₁ and the second gear 3 ₂ is
₁ , 3 ₂ deviates to one side from the bisecting position of the sum of the tooth widths w ₁ and w ₂ , that is, in the illustrated example, the first gear 3
₁ is formed so that the tooth width w ₁ of the second gear 3 ₂ is thicker than the tooth width w ₂ of the second gear 3 2 , and the first and second gears 3 ₁ ,
The thicknesses t ₁ and t ₂ of the disk portions 3 ₁ a and 3 ₂ a of 3 ₂ are approximately equal. The disk parts 3 ₁ a, 3 ₂ a of both gears 3 ₁ , 3 ₂ are provided with three elongated holes 4 ₁ , 4 ₂ extending in the circumferential direction at equal intervals in the circumferential direction. 2 gear 3
₂ on the clutch outer 1 side, and both gears 3 ₁ ,
The closed end wall 1 is inserted into each matching elongated hole 4 ₁ and 4 ₂ of 3 ₂ .
A cylindrical boss 5 protruding from the outer surface of a is inserted,
A side plate 6, which overlaps the disk portion _31a of the first gear ₃₁ located at the outermost side, is fixed to the boss 5 with rivets 7. Therefore, the first and second gears 3 ₁ , 3 ₂
can rotate relative to the clutch outer 1 within the sliding range of the long holes 4 ₁ , 4 ₂ and the boss 5 , but normally the boss 5 occupies the central position of the long holes 4 ₁ , 4 ₂ , and From the position, the first and second gears 3 ₁ and 3 ₂ are at an angle θ in one direction with respect to the clutch outer 1 and an angle - in the other direction.
It is designed to be able to rotate by θ.

In addition, the disk portion 3 of the first and second gears 3 ₁ and 3 _2
1 a and 3 ₂ a each have one substantially rectangular first window 8 ₁ , 9 ₁ extending in the circumferential direction, two second windows 8 ₂ , 9 ₂ , and a third window 8 ₃ , 9 _{3 .} are provided in parallel with each other in the circumferential direction, and the same number of first, second and third recesses 10 ₁ , 10 ₂ , 1 are provided at the same positions as those windows.
0 ₃ on the outer surface of the closed end wall 1a of the clutch outer 1,
Similarly, first, second, and third windows 11 ₁ , 11 ₂ , and 11 ₃ of the same number are provided in the side plate 6 at the same positions and in the same numbers, and the first windows and recesses 8 ₁ , 9 ₁ communicate with each other. , 10 ₁ , 11 ₁ , second windows and recesses 8 ₂ , 9 ₂ , 10 ₂ , 11 ₂ , third windows and recesses 8 ₃ , 9 ₃ , 10 ₃ , 11 ₃ with coiled first, second, The third springs 12 ₁ , 12 ₂ , 12 ₃ have their axes directed toward the circumferential direction of the driven gear 3 and the disk portion 3
The windows _{10 1} , 10 ₂ , 1 of the side plate 6 are housed so as to protrude outward from the outer surfaces of the springs 1 a , 3 2 a , and in order to prevent these springs 12 1 , 12 ₂ , 12 ₃ from coming off, the windows 10 ₁ , 10 ₂ , 1 of the side plate 6 are
Eaves-like presser pieces 13 are continuously provided on both long sides of the ₀₃ .

As shown in FIG. 3, the first and second gears 3 ₁ ,
The first windows 8 ₁ and 9 ₁ of the gears 3 ₂ are greatly shifted in phase from each other in the circumferential direction when the teeth of both the gears _{3 1} and _{3 2} are in phase. A first spring ₁₂₁ is compressed with a predetermined set load between short sides a and b' on the proximal side diagonally opposite to each other. Therefore, the first spring 12 ₁ is applied to both gears 3 ₁ , 3 ₂ ,
The teeth of the first and second gears 3 ₁ and 3 2 clamp the teeth of the drive gear 2 at the meshing part of the drive and driven gears 2 and ₃ by exerting an elastic force that shifts the phase of those teeth. This can substantially eliminate backlash. In this case, the rear surface of the teeth of the drive gear 2 located on the rear side in the rotational direction and the first gear 3 ₁
The teeth mesh together (see Figure 6). In this state, the clutch outer 1 and the first recess of the side plate 6 and the short sides c, c'; d, d' of the windows 10 ₁ 11 ₁ are at predetermined angles β and -β from the first spring 12 ₁ , respectively. Facing across from each other. Further, as shown in FIG. 4, the clutch outer 1 and the second recess of the side plate 6 and the window 10 ₂ ,
11 ₂ are aligned in phase, and a second spring 12 ₂ is placed between each of these opposing short sides g and g' and h and h'.
is compressed with a predetermined set load. On the other hand, the second windows 8 ₂ and 9 ₂ of the first and second gears 3 ₁ and 3 ₂ are out of phase with each other, and the short sides e and f' on the diagonally opposite side are connected to the second spring. 12 _{and 2} are in contact with each other. Furthermore, as shown in FIG. 5, the third recess and the windows 10 ₃ and 11 ₃ of the clutch outer 1 and the side plate 6 are aligned in phase, and the opposing short sides k and k', l and l' A third spring ₁₂₃ is compressed between each of them with a predetermined set load. On the other hand, the third windows _{8 3} , _{9 3} of the first and second gears 3 1 , 3 2
have substantially the same phase with each other, and their short sides i, j; i', j' are opposed to the third spring 12 ₃ at predetermined angles -α, α.

Therefore, in the illustrated example, the angles |θ|, |α|, |β
| is set according to the following relationship.

|θ|>|β|>|α| The driven gear 3, that is, the first and second gears 3 ₁ , 3 ₂ or the clutch outer 1 is rotatably supported on the main shaft 14 of the transmission via a bearing 15, and the clutch outer A cylindrical clutch inner 16 housed in
is spline-fitted to the main shaft 14 and fixed with a nut 17.

The clutch inner 16 is integrally formed with a flange-shaped pressure receiving plate 18 on one side and several supporting shafts 20 (only one is shown in the figure) extending in the axial direction on the other side. The pressure plate 19
is slidably supported, and a clutch spring 21 is attached that presses the pressure plate 19 toward the pressure receiving plate 18 side.

The pressure receiving plate 18 and the pressure plate 19 are interposed with a group of 22 driving clutch plates having friction material bonded to both sides and a group of 23 driven clutch plates having no friction material, which are alternately overlapped with each other. The drive clutch plate 22 is slidably spline-fitted to the clutch outer 1 at its outer periphery, and the driven clutch plate 23 is slidably spline-fitted to the clutch inner 16 at its inner periphery.

A release bearing 2 is located in the center of the pressure plate 19.
A release cylinder 25 is fitted through the main shaft 14, and one end of a push rod 26 passing through the main shaft 14 is connected to the release cylinder 25.

A boss portion 3 ₁ b is provided in a protruding manner on the first gear 3 ₁ , and the boss portion 3 ₁ b is fitted and supported by the main shaft 14 via a bearing 15 . The bearing 15 is equipped with an oil pump P as an auxiliary machine.
A drive sprocket 31 as a rotating wheel of a chain transmission mechanism 30 that drives the gear is fitted and supported, and a disk portion 31a of the sprocket 31 abuts against the end surface of the boss portion _31b of the first gear ₃₁ . Engagement convex portion 3 protruding from disk portion 31a of drive sprocket 31
2 is engaged with the engagement recess 33 on the end surface of the boss portion 3 ₁ b,
Both 3 ₁ and 31 are dog-coupled. 34 and 3
5 is a chain and a driven sprocket of the chain transmission mechanism 30, and 27 is an engine crankcase that supports the main shaft 14 via a bearing 28.

Next, the operation of this embodiment will be explained.

First, when the clutch is in the connected state, the pressure plate 19 cooperates with the pressure receiving plate 18 to pinch the driving and driven clutch plates 22 and 23 using the elastic force of the clutch spring 21, so that both the clutch plates 22 and 23 are Frictionally connect. Therefore, the power of the engine is transmitted to the main shaft 14 through the transmission path of the drive gear 2, the driven gear 3, the clutch outer 1, the drive clutch plate 22 group, the driven clutch plate 23 group, and the clutch inner 16. It is transmitted to the oil pump P through the transmission path of the driven gear 3 and the chain transmission mechanism 30,
drive it.

By the way, when the engine is idling, the teeth of the first and second gears 3 ₁ and 3 ₂ constituting the driven gear 3 clamp the teeth of the driving gear 2 with the elastic force of the first spring 12 ₁ as described above. As a result, the driving and driven gears 2, 3 mesh with each other with substantially no backlash, so that no backlash noise is generated due to engine torque fluctuations. Therefore, the driving gear 2 is the driven gear 3
can be quietly driven in the direction of arrow R.

In this case, the rotational torque of the driving gear 2 is transmitted from the second gear 3 ₂ of the driven gear 3 to the clutch outer 1 via the second spring 12 ₂ , and the first gear 3 ₁ does not participate in the torque transmission. Moreover, since the main shaft 14 is in an unloaded state, the second spring 1 involved in power transmission is
No compressive deformation occurs in 2 ₂ . Therefore, this state is at point O on the clutch damper characteristic line in Figure 6.
It is.

Next, when the load on the main shaft 14 increases rapidly during engine output operation, first, when the rotational torque of the second gear ₃₂ exceeds a specified value, the second spring 1
2 ₂ is the second gear 3 ₂ , clutch outer 1 and side plate 6
The deformation progresses as the rotational torque of the second gear ₃₂ increases, thereby making it possible to absorb a relatively small impact torque caused by a sudden increase in load.

This state in which only the second spring 12 ₂ is compressed and deformed continues until the relative rotation between the second gear 3 ₂ and the clutch outer 1 reaches the angle α due to the compression deformation. During this time, there is no phase change between the first and second gears ₃₁ and ₃₂ , and the driving and driven gears 2 and 3
The meshing part continues to be in a state where there is no buckling. Therefore, the first gear ₃₁ still does not participate in power transmission.

When the relative rotation between the second gear 3 ₂ and the clutch outer 1 reaches the angle α, the first and second gears 3 ₁ , 3 ₂
The short sides i' and j' of the third windows 8 ₃ and 9 ₃ are connected to the third spring 12 ₃
Therefore, if the load on the main shaft 14 increases further, compressive deformation of the third spring 12 ₃ will also begin between the first and second gears 3 ₁ , 3 ₂ and the clutch outer 1 and the side plate 6 . Result 2nd and 3rd spring 1
2 ₂ and 12 ₃ can work together to absorb relatively large impact torque. In this way, when only the second and third springs 12 ₂ and 12 ₃ are compressively deformed, the second gear 3 ₂
The relative rotation between the clutch outer 1 and the clutch outer 1 continues until the angle β is reached.

When the first and second gears 3 ₁ and 3 ₂ begin to apply compressive deformation to the third spring 12 ₃ , the first gear 3 ₁ also becomes involved in power transmission for the first time, and along with this, the first and second gears 3 ₁ , 3 ₂ are in phase, and a normal backlash is formed at the meshing part of the drive and driven gears 2 and 3. However, in such a high load region, the meshing parts of the drive and driven gears 2 and 3 are Since it is pressed in a fixed direction by the load, no crushing noise occurs.

When the relative rotation between the second gear 3 ₂ and the clutch outer 1 reaches an angle β, the first spring 12 ₁ engages the first recess 10 ₁ of the clutch outer 1 and the first window 1 of the side plate 6.
Since the first spring ₁ contacts the short sides c and d of the first spring 1, if the load on the main shaft 14 increases further, the first spring 1
Compression deformation of 2 ₁ also begins, resulting in the first and second
The third springs 12 ₁ , 12 ₂ , and 12 ₃ all work together to absorb even larger impact torque. Therefore, in this embodiment, the first spring 12
₁ contributes to eliminating bumps in the meshing portions of the driving and driven gears 2 and 3 during idling or low load, and also contributes to absorbing impact torque during high load.

In this way, all springs 12 ₁ , 12 ₂ , 12 ₃
continues to be compressed and deformed until the relative rotation between the second gear 3 ₂ and the clutch outer 1 reaches the angle θ, after which the boss 5 of the clutch outer 1 is inserted into the elongated hole 4 of the first and second gears 3 ₁ and 3 ₂ . ₁ and 4 ₂ , rotational torque is directly transmitted from the driven gear 3 to the clutch outer 1.

Above, we have explained the buffering effect when a positive load is applied to the main shaft 14, such as during engine acceleration.
When a reverse load is applied to the first and second gears 3 ₁ ,
The same buffering effect as described above can be achieved only by reversing the relative rotational direction between the clutch outer ₁ and the clutch outer 1.

Note that the rotation angle |β| may be set as |β||α| or |β|>|θ|, but in the latter case, the second spring ₁₂₁ naturally exhibits a buffering function. I can't.

Push the push rod 26 to release the release tube 2.
5 and the pressure plate 1 via the release bearing 24
9 to the right in FIG. 1, the frictional connection between the drive and driven clutch plates 22, 23 is released and the clutch is therefore in the disengaged state.

When the clutch is in the disengaged state, the load on the first and second gears 3 ₁ and 3 ₂ suddenly decreases, and both gears 3 ₁ and 3 ₂
The phase of
The front surfaces of the teeth of gear 3 ₁ located on the front side in the rotational direction hit each other, but as mentioned above, the tooth width W ₁ of the first gear 3 ₁ is wide and the surface pressure is low, so the teeth of the first gear 3 ₁ are damaged. There's nothing to do.

As described above, according to the present invention, the driven gear that meshes with the drive gear connected to the engine is attached to one side of the clutch outer, and the clutch outer and the clutch inner connected to the transmission are connectably and disconnectably connected via the clutch plate. In the clutch device, the driven gear is composed of first and second gears that are overlapped so as to be relatively rotatable and have a tooth width larger than that of the disc portion, and the second gear is disposed on the clutch outer side. , the overlapping surface of the first gear and the second gear is shifted toward the clutch outer side from a position that bisects the sum of the tooth widths of both gears, and the thickness of the disc portion of the first and second gears is The teeth of the first and second gears are formed to have substantially equal heights, and are arranged between the disc parts of the first and second gears so as to protrude outward from the outer surface of the disc part. Since a spring is inserted that acts to shift the phase of the gears, the phase shift of the teeth in the first and second gears substantially eliminates the backlash between the driving and driven gears, which causes severe backlash when the engine is idling. It is possible to provide a quiet clutch device that does not generate bump noise even when there are torque fluctuations.

Further, a boss portion that is fitted and supported on the main shaft of the transmission via a bearing is provided protrudingly on the disk portion of the first gear, and a boss portion that is fitted and supported on the main shaft of the transmission via the bearing is provided on the end face of the boss portion. A rotary wheel that is jointly supported and interlocks with the auxiliary equipment is placed adjacent to the rotary wheel, and an engaging convex portion is provided on the surface facing the boss of the rotary wheel, and an engaging convex portion that engages with the engaging convex portion is provided on the end surface of the boss. Since the mating recesses are formed, the first gear is always in a state of interlocking with the auxiliary machine through its boss part and the rotating wheel, and the auxiliary machine can always be driven by the engine regardless of whether the clutch device is engaged or disconnected. In addition, the outer surface of the disc part of the first gear is
Due to the deviation of the overlapping surfaces of both gears toward the clutch outer side, the gears are significantly recessed from the outer surface of the gear, so that the spring protruding from the outer surface of the disk portion can be easily accommodated in the deep recess. Therefore, it is possible to reliably prevent the spring from protruding from the outer surface of the first gear and interfering with the auxiliary drive mechanism. Furthermore, by forming the deep recess, the boss can be formed as long as possible in the axial direction while minimizing the amount of protrusion of the boss from the outer surface of the first gear, thereby increasing the supporting rigidity of the first gear. In addition, the engagement recess formed on the end face of the boss portion can be formed as deeply as possible, thereby increasing the engagement strength between the boss portion and the rotating ring, and also making it possible to increase the engagement strength between the boss portion and the rotating ring. By making it possible to arrange the device close to the gear, the device can be downsized in the axial direction. Moreover, the thickness of the disk portions of both gears is approximately the same, and there is no need to make the thickness of the disk portion of the first gear particularly thin in order to obtain the deep recess described above, so the strength of each gear will be impaired. Moreover, each gear can be easily manufactured by forging process, and the cost thereof can be reduced.

Furthermore, since the boss of the first gear and the rotating ring connected to the auxiliary equipment are fitted and supported on the transmission main shaft via a common bearing, the support structure for both is simplified and contributes to cost reduction. can,
Further, by engaging the opposing surfaces of the rotating ring and the boss portion of the first gear disk portion in a concave and convex manner, the auxiliary drive mechanism including the rotating wheel and the clutch device including the first gear can be connected to each other. This makes it easy to separate and connect the clutch device, and it is also possible to perform maintenance on the clutch device while keeping the auxiliary drive mechanism in its assembled state.

[Brief explanation of the drawing]

The drawings show one embodiment of the clutch device of the present invention, in which FIG. 1 is a vertical sectional side view of the entire device, FIG. 2 is a sectional view taken along the line -- in FIG. -, - and - line sectional view of Figure 2,
FIG. 6 is a side view of the meshing portion of the driving and driven gears during idling or low load, and FIG. 7 is a buffer characteristic diagram. P... Oil pump as auxiliary equipment, t ₁ , t ₂ ... Disk thickness, w ₁ , w ₂ ... Face width, 1... Clutch outer, 2... Drive gear, 3... Driven gear, 3 ₁ , 3 ₂
...First and second gears, 3 ₁ a, 3 ₂ a ... Disc part, 3
₁ b...Boss part, 12 ₁ ...First spring as a spring,
14... Main shaft, 15... Bearing, 16... Clutch inner, 22, 23... Clutch plate, 30... Chain transmission mechanism as an auxiliary drive mechanism, 31... Drive sprocket as a rotating wheel, 32... Connection Engagement convex portion, 33... Engagement recess.

Claims (1)

[Claims] 1 A clutch in which a driven gear 3 that meshes with a driving gear 2 connected to an engine is attached to one side of a clutch outer 1, and this clutch outer 1 and a clutch inner 16 connected to a transmission are connectably and disconnectably connected via clutch plates 22 and 23. In the device, the driven gear 3 is relatively rotatably superimposed and has a face width w ₁ ,
The first one in which w ₂ is formed thicker than the disk parts 3 ₁ a and 3 ₂ a
and second gears 3 ₁ and 3 ₂ , and the second gear 3 ₂ is arranged on the clutch outer 1 side,
The overlapping surface of the first gear 3 ₁ and the second gear 3 ₂ is shifted toward the clutch outer 1 side from a position that bisects the sum of the tooth widths w ₁ and w ₂ of both gears 3 ₁ and 3 ₂ , and ,
Disk portions 3 _{1 a} , ₃ of the first and second gears 3 ₁ , 3 2
The thicknesses t _{1 and} t 2 of the first and second gears 3 ₁ and 3 ₂ are formed to be approximately equal, and between the disc portions 3 ₁ a and 3 ₂ a of the first and second gears 3 1 and 3 ₂ ,
The first and second gears 3 ₁ , 3 ₂ are arranged so as to protrude outward from the outer surfaces of the disk portions 3 _{1 a} , 3 _{2 a} .
Spring ₁₂ that acts to shift the phase of the teeth of
are interposed, and the disc portions 3 ₁ a, 3 ₂ a of the first gear 3 ₁
A boss portion 3 ₁ b that is fitted and supported on the main shaft 14 of the transmission through a bearing 15 is provided protrudingly, and the bearing 1 is provided on the end surface of the boss portion 3 ₁ b on the main shaft 14 .
A rotary wheel 31 that is fitted and supported via a rotary wheel 5 and interlocks with an auxiliary machine P is adjacent to the rotary wheel 31, and the boss 3 of this rotary wheel 31 is
₁ b, an engaging protrusion 32 is provided on the surface facing the boss 3.
A clutch device characterized in that engagement recesses 33 that engage with the engagement protrusions 32 are formed on the end faces of _1b .